JP6129701B2 - CHARGE MANAGEMENT DEVICE, CHARGE MANAGEMENT SYSTEM, AND CHARGE MANAGEMENT METHOD - Google Patents

CHARGE MANAGEMENT DEVICE, CHARGE MANAGEMENT SYSTEM, AND CHARGE MANAGEMENT METHOD Download PDF

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JP6129701B2
JP6129701B2 JP2013195987A JP2013195987A JP6129701B2 JP 6129701 B2 JP6129701 B2 JP 6129701B2 JP 2013195987 A JP2013195987 A JP 2013195987A JP 2013195987 A JP2013195987 A JP 2013195987A JP 6129701 B2 JP6129701 B2 JP 6129701B2
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トポン ポール
トポン ポール
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60Monitoring or controlling charging stations
    • B60L53/67Controlling two or more charging stations
    • B60L11/1844
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30Constructional details of charging stations
    • B60L53/305Communication interfaces
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50Charging stations characterised by energy-storage or power-generation means
    • B60L53/53Batteries
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60Monitoring or controlling charging stations
    • B60L53/63Monitoring or controlling charging stations in response to network capacity
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60Monitoring or controlling charging stations
    • B60L53/65Monitoring or controlling charging stations involving identification of vehicles or their battery types
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/54Drive Train control parameters related to batteries
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02EREDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage systems for electromobility, e.g. batteries
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10Technologies relating to charging of electric vehicles
    • Y02T90/12Electric charging stations
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10Technologies relating to charging of electric vehicles
    • Y02T90/14Plug-in electric vehicles
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10Technologies relating to charging of electric vehicles
    • Y02T90/16Information or communication technologies improving the operation of electric vehicles
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04SSYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]

Description

本発明の実施形態は、電気自動車の充電管理を行う充電管理装置、充電管理システムおよび充電管理方法に関する。   Embodiments described herein relate generally to a charge management device, a charge management system, and a charge management method that perform charge management of an electric vehicle.
電気自動車(EV車:Electric Vehicle)の充電のとき、バッテリの残存量によって要求充電電力が変わるので、個々の充電ステーションごとにEV車の充電需要が変動する。充電ステーションで消費する電力の変動は電力系統の安定化に悪い影響を与えるので、利用可能な電力に基づいて充電器の出力を調整して充電需要を平準化する必要がある。   When charging an electric vehicle (EV vehicle: Electric Vehicle), the required charging power varies depending on the remaining amount of the battery, so that the charging demand of the EV vehicle varies for each charging station. Since fluctuations in the power consumed at the charging station adversely affect the stabilization of the power system, it is necessary to level the charging demand by adjusting the output of the charger based on the available power.
一方、EV充電は時間がかかるので、充電ステーションでのEV車の充電待ち時間が長くなるおそれがある。充電待ち時間が長くなると、ドライバだけでなく、充電ステーション周辺の交通状況にも悪影響を与えるので、充電待ち時間をできるだけ削減する必要がある。   On the other hand, since EV charging takes time, there is a possibility that the waiting time for charging the EV car at the charging station becomes long. If the charging waiting time becomes long, not only the driver but also the traffic situation around the charging station is adversely affected. Therefore, it is necessary to reduce the charging waiting time as much as possible.
複数のEV車や蓄電池を同時に充電する場合、契約電力を超えないように充電電力パターンを作成して、そのパターンに基づいて充電を行う手法が知られている。しかしながら、各EV車のバッテリや蓄電池の残存量によって、要求充電電力値は変わるので、電力系統に与える充電負荷が変動するという問題がある。   When simultaneously charging a plurality of EV cars or storage batteries, a method is known in which a charging power pattern is created so as not to exceed contract power, and charging is performed based on the pattern. However, since the required charging power value changes depending on the remaining amount of the battery or storage battery of each EV car, there is a problem that the charging load applied to the power system varies.
また、定置型畜電池を用いて電力需要のピークシフトを行うことはできるが、蓄電池を用いたとしても、各EV車の充電量および充電電力を調整しないと、充電待ち時間が長くなったり、充電負荷が契約電力を超えてしまうおそれがある。また、充電待ち時間を少なくするために、各EV車への充電量を少なくすると、頻繁に充電を強いられたり、走行途中で電欠を起こすおそれがある。   In addition, although it is possible to perform peak shift of power demand using a stationary battery, even if a storage battery is used, if the charging amount and charging power of each EV car are not adjusted, the charging waiting time becomes long, The charging load may exceed the contract power. In addition, if the amount of charge to each EV vehicle is reduced in order to reduce the charging waiting time, there is a risk of frequent charging or a lack of electricity during traveling.
特開P2012−205425号公報Japanese Patent Laid-Open No. 2012-205425
本実施形態が解決しようとする課題は、充電ステーションにおける充電需要を平準化して、EV車の充電待ち時間を短縮しつつEV車への充電量をできるだけ多くすることが可能な充電管理装置、充電管理システムおよび充電管理方法を提供することである。   The problem to be solved by the present embodiment is that a charge management device that can level the charge demand at the charging station and reduce the charge waiting time of the EV car while increasing the charge amount to the EV car as much as possible A management system and a charge management method are provided.
本実施形態によれば、充電ステーションで各EV車を充電するのに必要なEV情報を取得する第1取得部と、
前記充電ステーションに設置される定置型蓄電池の最大出力電力を含む定置型蓄電池情報を取得する第2取得部と、
前記充電ステーションにて各EV車の充電に利用可能な系統電力からの供給電力情報を取得する第3取得部と、
前記充電ステーションに設置される充電器の最大出力電力を含む充電器情報を取得する第4取得部と、
前記第1乃至第4取得部にて取得した各情報に基づいて、前記充電ステーションにて各EV車に充電可能な充電量を示す予備充電量を計算する予備充電量計算部と、
前記充電器の最大出力電力とEV車の充電時間とを入力パラメータとして、EV車の最大充電量を出力するEV充電モデルを格納するEV充電モデル格納部と、
一定の制約条件を満たした上で、各EV車の充電時間および前記充電器の最大出力電力をそれぞれ一定の範囲となり、かつ各EV車の最大充電量と前記予備充電量との差分がより小さくなる充電条件を決定する充電条件決定部と、を備える充電管理装置が提供される。
According to the present embodiment, a first acquisition unit that acquires EV information necessary for charging each EV vehicle at the charging station;
A second acquisition unit for acquiring stationary storage battery information including the maximum output power of the stationary storage battery installed in the charging station;
A third acquisition unit that acquires supply power information from grid power that can be used for charging each EV vehicle at the charging station;
A fourth acquisition unit for acquiring charger information including maximum output power of a charger installed in the charging station;
A preliminary charge amount calculation unit that calculates a preliminary charge amount indicating a charge amount that can be charged to each EV vehicle at the charging station based on each information acquired by the first to fourth acquisition units;
An EV charge model storage unit that stores an EV charge model that outputs the maximum charge amount of the EV car, using the maximum output power of the charger and the charge time of the EV car as input parameters;
While satisfying certain constraints, the charging time of each EV car and the maximum output power of the charger are in a certain range, and the difference between the maximum charging amount of each EV car and the preliminary charging amount is smaller. There is provided a charge management device comprising a charge condition determination unit that determines a charge condition to be obtained.
第1の実施形態に係る充電管理装置1の概略構成を示すブロック図。The block diagram which shows schematic structure of the charge management apparatus 1 which concerns on 1st Embodiment. 充電条件決定部8の概略的な処理動作を示すフローチャート。7 is a flowchart showing a schematic processing operation of the charging condition determination unit 8. EV充電モデルを表すテーブルの一例を示す図。The figure which shows an example of the table showing EV charge model. EV充電モデルを表すテーブルの他の一例を示す図。The figure which shows another example of the table showing EV charge model. 充電条件決定部8の詳細な処理動作を説明するフローチャート。7 is a flowchart for explaining detailed processing operations of the charging condition determination unit 8; 充電器の最大出力電力CPm、EV車の最大充電量Emaxおよび最大充電時間CTmの決定の仕方の一例を示す図。The figure which shows an example of the method of determination of the maximum output electric power CPm of a charger, the maximum charge amount Emax of EV car, and the maximum charge time CTm. 充電量調整部9が行う充電量調整の一例を説明する図。The figure explaining an example of the charge amount adjustment which the charge amount adjustment part 9 performs. 充電情報出力部10が出力するEV充電情報と充電サービス情報の一例を示す図。The figure which shows an example of EV charge information and charge service information which the charge information output part 10 outputs. 過去の充電データの一例を示す図。The figure which shows an example of the past charge data. 充電予約データの一例を示す図。The figure which shows an example of charge reservation data. EV台数のODデ−タの例を示す図。The figure which shows the example of OD data of the number of EVs. 第2の実施形態に係る充電管理装置1の概略構成を示すブロック図。The block diagram which shows schematic structure of the charge management apparatus 1 which concerns on 2nd Embodiment. 第2の実施形態に係る充電条件決定部8の処理動作を示すフローチャート。The flowchart which shows the processing operation of the charge condition determination part 8 which concerns on 2nd Embodiment. 予備充電計算部を省略した充電管理装置1の概略構成を示すブロック図。The block diagram which shows schematic structure of the charge management apparatus 1 which abbreviate | omitted the preliminary charge calculation part. 定置型蓄電池放電モデルの一例を示すテーブルを示す図。The figure which shows the table which shows an example of a stationary storage battery discharge model. 複数の充電ステーション21と上位EMS22とを備えた充電管理システム23の概略構成を示すブロック図。The block diagram which shows schematic structure of the charge management system 23 provided with the some charging station 21 and the high-order EMS22. 第4の実施形態に係る上位EMS22の処理動作を示すフローチャート。The flowchart which shows the processing operation of the high-order EMS22 which concerns on 4th Embodiment. 複数の充電ステーション21及び充電量を決定する一手法を説明する図。The figure explaining one method of determining the some charging station 21 and charge amount. 遺伝的アルゴリズムを用いて複数充電ステーション21及び充電量を決定する例を示すフローチャート。The flowchart which shows the example which determines the multiple charging station 21 and charge amount using a genetic algorithm. 図19の処理の過程を説明する図。FIG. 20 is a diagram illustrating the process of FIG. 19.
以下、図面を参照して、本発明の実施形態を説明する。   Hereinafter, embodiments of the present invention will be described with reference to the drawings.
(第1の実施形態)
図1は第1の実施形態に係る充電管理装置1の概略構成を示すブロック図である。図1の充電管理装置1は、着目する時間内に到着するEV車の台数を考慮して、充電待ちの各EV車に提供可能な最大充電量、最大充電電力(=充電器の最大出力)、および最大充電時間を決定するものである。その決定にあたって、本実施形態では、各EV車の充電待ち時間を削減するとともに、定置型蓄電池を有効利用することで、系統電力に与えるEV車の充電負荷を平準化させる。ここで、EV車とは、電池を動力源とするモータで駆動する二輪以上のすべての車両を指す。
(First embodiment)
FIG. 1 is a block diagram showing a schematic configuration of a charge management device 1 according to the first embodiment. The charge management device 1 in FIG. 1 takes into consideration the number of EV vehicles that arrive within the time of interest, and the maximum charge amount and maximum charge power (= maximum output of the charger) that can be provided to each EV vehicle waiting to be charged. , And the maximum charging time. In the determination, in this embodiment, the charging waiting time of each EV vehicle is reduced, and the stationary storage battery is effectively used to level the charging load of the EV vehicle applied to the system power. Here, the EV vehicle refers to all vehicles having two or more wheels driven by a motor using a battery as a power source.
図1の充電管理装置1は、例えば充電ステーションに設置される。あるいは、充電管理装置1が充電ステーションと通信ネットワークを介して各種情報の送受ができる場合には、充電管理装置1の設置場所は特に問わない。   The charge management apparatus 1 of FIG. 1 is installed in a charging station, for example. Or when the charge management apparatus 1 can transmit and receive various information via a charging station and a communication network, the installation location of the charge management apparatus 1 is not particularly limited.
図1の充電管理装置1は、電力管理システム12、電池管理システム13およびEV充電管理システム14に接続されている。電力管理システム12には、系統電力システム15および分散型電源16が接続されている。電力管理システム12は、充電ステーションにおける系統電力システム15と分散型電源16の関連情報を保持し、充電ステーションの電力需給を把握および予測しながら、充電ステーションの電力需給に基づいて系統電力システム15および分散型電源16の出力を制御する。電池管理システム13には、少なくとも一台の定置型蓄電池17が接続されており、電池管理システム13は、定置型蓄電池17の充放電を管理する。EV充電管理システム14には、少なくとも一台の充電器18が接続されている。EV充電管理システム14は、充電器18の情報とEV関連情報を保持し、充電管理装置1からの要求に応じて充電器18の充電出力電力を制御し、各EV車の充電を管理する。   1 is connected to a power management system 12, a battery management system 13, and an EV charge management system 14. A grid power system 15 and a distributed power source 16 are connected to the power management system 12. The power management system 12 holds information related to the grid power system 15 and the distributed power source 16 in the charging station, and grasps and predicts the power supply and demand of the charging station, and based on the power supply and demand of the charging station, The output of the distributed power source 16 is controlled. At least one stationary storage battery 17 is connected to the battery management system 13, and the battery management system 13 manages charge / discharge of the stationary storage battery 17. At least one charger 18 is connected to the EV charge management system 14. The EV charge management system 14 holds the information of the charger 18 and the EV related information, controls the charge output power of the charger 18 according to the request from the charge management device 1, and manages the charging of each EV vehicle.
図1の充電管理装置1は、第1取得部2と、第2取得部3と、第3取得部4と、第4取得部5と、予備充電量計算部6と、EV充電量モデル格納部7と、充電条件決定部8と、充電量調整部9と、充電情報出力部10とを備えている。   1 includes a first acquisition unit 2, a second acquisition unit 3, a third acquisition unit 4, a fourth acquisition unit 5, a preliminary charge amount calculation unit 6, and an EV charge amount model storage. Unit 7, charging condition determining unit 8, charging amount adjusting unit 9, and charging information output unit 10.
第1取得部2は、充電ステーションで各EV車を充電するのに必要なEV情報を取得する。より具体的には、第1取得部2は、充電ステーションにおける充電中、充電待ちおよび到着予定の各EV車のそれぞれについて、対応するEV情報を取得する。第1取得部2は、新たなEV車が充電ステーションに到着すると、EV充電再計画イベントを発行して、着目する充電時間と、充電中、充電待ちおよび到着予定のEV車の情報を予備充電量計算部6に通知する。   The 1st acquisition part 2 acquires EV information required in order to charge each EV car in a charging station. More specifically, the first acquisition unit 2 acquires the corresponding EV information for each of the EV cars waiting for charging and scheduled to arrive during charging at the charging station. When a new EV vehicle arrives at the charging station, the first acquisition unit 2 issues an EV charging re-planning event, and precharges the charging time of interest and information on the EV vehicle that is waiting for charging and is scheduled to arrive during charging. The amount calculation unit 6 is notified.
第1取得部2が取得するEV情報は、充電中のEV車の場合、充電終了までの残り時間と残り供給充電量情報の少なくとも一つを含む。充電待ちのEV車の場合のEV情報は、EV台数、電池残存量(取得可能の場合)、およびEVタイプ(取得可能の場合)の少なくとも一つを含む。到着予定EVの場合のEV情報は、EV台数などである。到着予定のEV情報は、例えば、過去充電履歴データ、充電予約データあるいは統計OD(出発地と到着地、Origin-Destination)データを用いて計算する。着目する充電時間を、一時間先あるいは充電需要ピーク時間あるいは予め定めた特定の時間(例えば8時間)としてもよい。   The EV information acquired by the first acquisition unit 2 includes at least one of remaining time until the end of charging and remaining supplied charge amount information in the case of an EV vehicle being charged. The EV information in the case of an EV car waiting for charging includes at least one of the number of EVs, the remaining battery capacity (when acquirable), and the EV type (when acquirable). The EV information in the case of a scheduled arrival EV is the number of EVs. The EV information scheduled to arrive is calculated using, for example, past charging history data, charging reservation data, or statistical OD (origin-destination) data. The charging time of interest may be one hour ahead, charging demand peak time, or a predetermined time (for example, 8 hours).
第2取得部3は、充電ステーションに設置される定置型蓄電池17の最大出力電力を含む定置型蓄電器情報を取得する。定置型畜電池情報は、定置型畜電池残存量や仕様情報、例えば、最大放電電力、最大充電電力、残存量上下限値などである。   The second acquisition unit 3 acquires stationary battery information including the maximum output power of the stationary battery 17 installed in the charging station. The stationary battery information is a stationary battery remaining amount and specification information, for example, maximum discharge power, maximum charge power, and remaining amount upper and lower limit values.
第3取得部4は、充電ステーションにて各EV車の充電に利用可能な系統電力からの供給電力情報を取得する。供給電力情報は、現時点からT時間先までの供給電力情報、例えば、最大供給電力値の時系列データや電力量単価(¥/kWh)などである。この供給電力情報は、系統からの供給電力情報や分散型電源、例えば、分散型電源の発電予測情報や電力量単価のダイナミック・プライシングやデマンド・レスポンス(DR:Demand Response)計画などでもよい。   The third acquisition unit 4 acquires supply power information from the grid power that can be used for charging each EV vehicle at the charging station. The supply power information is supply power information from the present time to T hours ahead, for example, time series data of the maximum supply power value, power unit price (¥ / kWh), and the like. The power supply information may be power supply information from a grid or distributed power sources, for example, power generation prediction information of distributed power sources, dynamic pricing of power unit price, demand response (DR) plans, and the like.
第4取得部5は、充電ステーションに設置される充電器18の最大出力電力を含む充電器情報を取得する。より具体的には、第4取得部5は、充電ステーションに設置される充電器の数、使用状況および最大出力電力を含む充電器情報を取得する。この他、充電器情報は、充電器18の仕様情報、例えば、最大出力電力、最大出力電流、最大出力電圧、最大充電時間などを含んでいてもよい。   The fourth acquisition unit 5 acquires charger information including the maximum output power of the charger 18 installed in the charging station. More specifically, the fourth acquisition unit 5 acquires charger information including the number of chargers installed in the charging station, usage status, and maximum output power. In addition, the charger information may include specification information of the charger 18, for example, maximum output power, maximum output current, maximum output voltage, maximum charging time, and the like.
予備充電量計算部6は、第1〜第4取得部2〜5にて取得した各情報に基づいて、充電ステーションにて各EV車に充電可能な充電量を示す予備充電量を計算する。   The preliminary charge amount calculation unit 6 calculates a preliminary charge amount indicating the charge amount that can be charged to each EV vehicle at the charging station, based on the information acquired by the first to fourth acquisition units 2 to 5.
EV充電量モデル格納部7は、充電器18の最大出力電力とEV車の充電時間とを入力パラメータとして、EV車の最大充電量を出力するEV充電量モデルを格納する。   The EV charge amount model storage unit 7 stores an EV charge amount model that outputs the maximum charge amount of the EV car using the maximum output power of the charger 18 and the charge time of the EV car as input parameters.
充電条件決定部8は、一定の制約条件を満たした上で、各EV車の充電時間および前記充電器の最大出力電力をそれぞれの規定の範囲内で種々変更して、各EV車の最大充電量と前記予備充電量との差分がより小さくなる充電条件を決定する。充電条件決定部8は、決定した各情報を充電情報出力部10に供給する。また、充電条件決定部8は、上述した各情報を決定すると、充電量調整部9に調整イベントを発行する。ここで、一定の範囲は、例えば事前に定めることができる。   The charging condition determination unit 8 changes the charging time of each EV car and the maximum output power of the charger within the specified range in various ways after satisfying certain constraint conditions, and performs maximum charging of each EV car. The charging condition is determined such that the difference between the amount and the preliminary charging amount becomes smaller. The charging condition determination unit 8 supplies the determined information to the charging information output unit 10. Moreover, the charging condition determination part 8 will issue an adjustment event to the charge amount adjustment part 9, if each information mentioned above is determined. Here, the certain range can be determined in advance, for example.
充電量調整部9は、調整イベントを受けて、充電条件決定部8が決定した各EV車の最大充電量を調整する。より具体的には、充電量調整部9は、各EV車の電池残存量を取得可能であれば、第1取得部2から充電待ちのEV車の電池残存量を取得し、また充電情報出力部10から各EV車の最大充電量の情報を取得する。そして、充電量調整部9は、充電待ちの各EV車の電池残存量に応じて、各EV車の最大充電量を調整する。ここでは、例えば、各EV車の充電量ができるだけ多くなるように調整する。充電量調整部9は、最大充電量の調整量に応じて各EV車の最大充電量と充電器18の最大出力電力を再決定するよう、充電条件決定部8に対して再決定イベントを発行する。このイベントを受けて、充電条件決定部8は、各EV車の最大充電量と充電器18の最大出力を再決定して、その情報を充電情報出力部10に格納する。充電量調整部9は、各EV車の電池残存量を取得できなければ、調整処理は行わない。   The charge amount adjustment unit 9 receives the adjustment event and adjusts the maximum charge amount of each EV vehicle determined by the charge condition determination unit 8. More specifically, the charge amount adjustment unit 9 acquires the remaining battery amount of the EV car waiting for charging from the first acquisition unit 2 if the remaining battery amount of each EV car can be acquired, and outputs the charging information. The information on the maximum charge amount of each EV car is acquired from the unit 10. Then, the charge amount adjusting unit 9 adjusts the maximum charge amount of each EV car according to the remaining battery amount of each EV car waiting for charging. Here, for example, adjustment is made so that the charge amount of each EV vehicle is as large as possible. The charge amount adjustment unit 9 issues a redetermination event to the charge condition determination unit 8 so as to redetermine the maximum charge amount of each EV car and the maximum output power of the charger 18 according to the adjustment amount of the maximum charge amount. To do. Upon receiving this event, the charging condition determination unit 8 re-determines the maximum charge amount of each EV vehicle and the maximum output of the charger 18 and stores the information in the charging information output unit 10. The charge amount adjustment unit 9 does not perform the adjustment process unless the battery remaining amount of each EV vehicle can be acquired.
次に、予備充電量計算部6が行う予備充電量の計算手法を説明する。予備充電量計算部6はまず着目する時間T以内に利用可能なエネルギー(ユニットはkWh)を例えば(1)式に従って計算する。   Next, the precharge amount calculation method performed by the precharge amount calculation unit 6 will be described. The precharge amount calculation unit 6 first calculates the energy (unit is kWh) that can be used within the time T of interest, for example, according to the equation (1).
なお、ここで、tcは現在の時刻、Pg(t)は時刻tの時系統からの供給電力(kW)、sはサンプリング間隔(秒)、ESSB(tc)は定置型蓄電池17の残存量(kWh)、Echarging(tc)は充電中EVの充電完了までの要求エネルギー(kWh)である。   Here, tc is the current time, Pg (t) is the power supplied from the time system at time t (kW), s is the sampling interval (seconds), and ESSB (tc) is the remaining amount of the stationary storage battery 17 ( kWh) and Echarging (tc) are required energy (kWh) until the charging of the EV being charged is completed.
予備充電量計算部6は、次に、充電待ちのEV車と到着予定のEV車の台数(N)の合計を計算し、計算した台数の合計Nを用いて、各EV車に提供可能な平均充電量を予備充電量Epとして計算する。この場合の計算式は(2)式で表される。   Next, the preliminary charge amount calculation unit 6 calculates the total number (N) of EV vehicles waiting to be charged and EV vehicles that are scheduled to arrive, and can be provided to each EV vehicle using the calculated total number N. The average charge amount is calculated as the preliminary charge amount Ep. The calculation formula in this case is expressed by formula (2).
予備充電量Ep=E(tc)/N …(2)   Precharge amount Ep = E (tc) / N (2)
予備充電量計算部6は、充電待ちEV車の電池残存量と、車両タイプと、事前の充電予約の有無との少なくとも一つに基づいて、各EV車に重みを付けた上で、予備充電量を計算してもよい。例えば、次の充電ステーションまで走行するのに必要な必須充電量と現時点の電池残存量との比率を計算し、計算した比率に応じて重みを付けてもよい。あるいは、事前の充電予約を行ったEV車の重みを高くしてもよい。あるいは、緊急車両の重みを高くしてもよい。   The preliminary charge amount calculation unit 6 weights each EV car based on at least one of the remaining battery amount of the EV car waiting for charging, the vehicle type, and whether or not there is a prior charge reservation, and then performs preliminary charging. The amount may be calculated. For example, a ratio between the required charge amount required to travel to the next charging station and the current battery remaining amount may be calculated, and a weight may be assigned according to the calculated ratio. Or you may make the weight of the EV vehicle which performed the advance charge reservation high. Alternatively, the weight of the emergency vehicle may be increased.
図2は充電条件決定部8の概略的な処理動作を示すフローチャートである。まず、予備充電計算部が計算した予備充電量Epを取得する(ステップS1)。   FIG. 2 is a flowchart showing a schematic processing operation of the charging condition determination unit 8. First, the precharge amount Ep calculated by the precharge calculator is acquired (step S1).
次に、第1取得部2からEV情報を、第2取得部3から定置型蓄電器情報を、第3取得部4から供給電力情報、第4取得部5から充電器情報を、それぞれ取得する(ステップS2)。EV情報には、着目する充電時間が含まれているものとする。   Next, EV information is acquired from the first acquisition unit 2, stationary capacitor information is acquired from the second acquisition unit 3, supply power information is acquired from the third acquisition unit 4, and charger information is acquired from the fourth acquisition unit 5 ( Step S2). It is assumed that the EV information includes a charging time of interest.
次に、EV充電量モデル格納部7から、充電時間及び最大充電電力を入力パラメータとして最大充電量を出力するEV充電量モデルを取得する(ステップS3)。   Next, an EV charge amount model that outputs the maximum charge amount using the charge time and the maximum charge power as input parameters is acquired from the EV charge amount model storage unit 7 (step S3).
図3はEV充電モデルを表すテーブル(以下、EV充電モデル・テーブル)の一例を示す図である。図3のEV充電モデル・テーブルは、充電時間(分)と充電器18の最大出力電力(kW)を入力パラメータとして、EV車に提供可能な最大充電量(kWh)を出力する。   FIG. 3 is a diagram showing an example of a table representing the EV charging model (hereinafter, EV charging model table). The EV charge model table in FIG. 3 outputs the maximum charge amount (kWh) that can be provided to the EV car with the charge time (minutes) and the maximum output power (kW) of the charger 18 as input parameters.
図3のEV充電モデル・テーブルは、EVタイプとEV車の電池残存量が未知の場合に用いられる。一方、EVタイプとEV車の充電状態SOC(State Of Charge)が既知の場合は、例えば図4のようなEV充電モデル・テーブルが用いられる。図4のEV充電モデル・テーブルは、充電時間、EVタイプ、充電器18の最大出力電力、およびEV車への最大充電量を入力パラメータとして、各EV車に提供可能な最大充電量を出力する。EVタイプとは、EV車に搭載される電池の種類であり、図4では、簡易的にEVタイプを「A]としている。   The EV charge model table in FIG. 3 is used when the battery remaining amount of the EV type and EV car is unknown. On the other hand, when the EV type and the state of charge (SOC) of the EV vehicle are known, for example, an EV charge model table as shown in FIG. 4 is used. The EV charge model table of FIG. 4 outputs the maximum charge amount that can be provided to each EV car with the charge time, EV type, maximum output power of the charger 18 and the maximum charge amount to the EV car as input parameters. . The EV type is a type of battery mounted on the EV car. In FIG. 4, the EV type is simply “A”.
図3および図4における充電時間は、充電操作時間を含めた時間でもよい。ここで、充電操作時間とは、例えば、充電器18に接続または充電器18から遮断するのに要する時間や、充電のために駐車場から充電器18まで移動する時間などである。   The charging time in FIGS. 3 and 4 may be a time including the charging operation time. Here, the charging operation time is, for example, the time required to connect to or disconnect from the charger 18 or the time required to move from the parking lot to the charger 18 for charging.
次に、充電器18の出力電力を最大値に初期化して、各EV車の予備充電量に応じて要求充電時間を抽出する(ステップS4)。最後に、要求充電時間と充電器18の出力電力をチューニングして、制約条件を満たす最大充電量、最大充電時間及び充電器最大出力電力を決定する(ステップS5)。   Next, the output power of the charger 18 is initialized to the maximum value, and the required charging time is extracted according to the preliminary charge amount of each EV vehicle (step S4). Finally, the required charge time and the output power of the charger 18 are tuned to determine the maximum charge amount, the maximum charge time, and the charger maximum output power that satisfy the constraint conditions (step S5).
制約条件は、例えば、以下の1〜3の少なくとも一つである。あるいは、他の制約条件を設けてもよい。   The constraint condition is, for example, at least one of the following 1-3. Alternatively, other constraint conditions may be provided.
1.要求充電時間の合計≦着目する充電時間
2.定置型蓄電池の要求放電電力≦定置型蓄電池の最大出力
3.定置型蓄電池の要求放電量≦定置型蓄電池の電池残存量
1. Total required charging time ≦ Charging time of interest 2. Required discharge power of stationary storage battery ≦ maximum output of stationary storage battery Required discharge amount of stationary battery ≤Remaining battery amount of stationary battery
図5は充電条件決定部8の詳細な処理動作を説明するフローチャートである。まず、評価項目を決定し、評価用変数を初期化する(ステップS11)。評価項目は、例えば予備充電量に最も近い最大充電量、あるいは最短の充電待ち時間、あるいは予備充電量に最も近い最大充電量と最短の充電待ち時間両方である。評価項目として予備充電量に最も近い最大充電量を使う時、評価用変数として最大充電量Emaxと最大充電量変数Emを初期化する。例えば、Emax←0、Em←Epとする。ここで、Epは予備充電量である。評価項目として最短の充電待ち時間を使う時、評価用変数として最短充電待ち時間CWminと充電待ち時間CWを初期化する。例えば、CWmin←無限大とする。ここで、無限大とは大きな数値である。充電待ち時間CWを充電量Emが提供するときの充電待ち時間に初期化する。充電待ち時間の計算は後で説明する。   FIG. 5 is a flowchart for explaining the detailed processing operation of the charging condition determination unit 8. First, an evaluation item is determined, and an evaluation variable is initialized (step S11). The evaluation items are, for example, the maximum charge amount closest to the preliminary charge amount, the shortest charge waiting time, or both the maximum charge amount closest to the preliminary charge amount and the shortest charge waiting time. When the maximum charge amount closest to the preliminary charge amount is used as an evaluation item, the maximum charge amount Emax and the maximum charge amount variable Em are initialized as evaluation variables. For example, Emax ← 0 and Em ← Ep. Here, Ep is a preliminary charge amount. When the shortest charging waiting time is used as an evaluation item, the shortest charging waiting time CWmin and the charging waiting time CW are initialized as evaluation variables. For example, CWmin ← infinity. Here, infinity is a large number. The charging waiting time CW is initialized to the charging waiting time when the charge amount Em provides. The calculation of the charging waiting time will be described later.
次に、充電時間変数CT、充電器18の最大出力電力変数CP、充電器18の最大出力電力CPm、および最大充電時間CTmを初期化する(ステップS12)。例えば、充電器最大出力電力変数CPは、EV充電モデル内の充電器出力の最大値(例えば、50kW)に初期化される。   Next, the charging time variable CT, the maximum output power variable CP of the charger 18, the maximum output power CPm of the charger 18 and the maximum charging time CTm are initialized (step S12). For example, the charger maximum output power variable CP is initialized to the maximum value (for example, 50 kW) of the charger output in the EV charging model.
このとき、EV充電モデルを用いて、充電器18の最大出力電力変数CPと予備充電量Epに基づいてEV車の充電時間を計算して、計算した充電時間を充電時間変数CTに設定する。この処理は、CT←M(CP,Ep)で表される。   At this time, using the EV charging model, the charging time of the EV vehicle is calculated based on the maximum output power variable CP of the charger 18 and the preliminary charging amount Ep, and the calculated charging time is set in the charging time variable CT. This process is represented by CT ← M (CP, Ep).
充電時間変数CTは、EV充電モデルM内の充電時間の最大値(例えば30分)に初期化してもよい。また、充電器18の最大出力電力CPmが最大出力電力変数CPに初期化され、最大充電時間CTmが充電時間変数CTに初期化される。   The charging time variable CT may be initialized to the maximum charging time (for example, 30 minutes) in the EV charging model M. Further, the maximum output power CPm of the charger 18 is initialized to the maximum output power variable CP, and the maximum charging time CTm is initialized to the charging time variable CT.
次に、EV充電モデルを用いて、最大出力電力変数CPと充電時間変数CTに対応する最大充電量変数Emを出力する(ステップS13)。この処理は、Em←M(CP,CT)と表される。   Next, the maximum charge amount variable Em corresponding to the maximum output power variable CP and the charge time variable CT is output using the EV charge model (step S13). This process is expressed as Em ← M (CP, CT).
次に、所定の制約条件を満たすか否かを確認する(ステップS14、第1チェック部)。ここでの制約条件は、例えば上述した1〜3の少なくとも一つである。制約条件として、例えば、平均充電待ち時間≦目標充電待ち時間を追加してもよい。   Next, it is confirmed whether or not a predetermined constraint condition is satisfied (step S14, first check unit). The constraint condition here is, for example, at least one of 1 to 3 described above. As a constraint condition, for example, average charging waiting time ≦ target charging waiting time may be added.
制約条件を満たす場合、評価項目として使う上述した評価用変数の新値を計算する(ステップS15)。次に、評価用変数の新値はより良いか否かをチェックする(ステップS16、第2チェック部)。評価項目として予備充電量の最も近い最大充電量を使う時、最大充電量Emが最大充電量Emaxより予備充電量Epに近いか否か、すなわち、(Ep−Em)≦(Ep−Emax)か否かをチェックする。評価項目として最短の充電待ち時間を使う時、充電待ち時間CWが最短充電待ち時間CWminより短いか否か、すなわち、CW<CWminか否かをチェックする。もし、評価用変数の新値はより良くない場合、充電時間を更新する(ステップS18)。この場合、CT←CTnextで表される。CTnextとは、EV充電モデルの次の充電時間である。   If the constraint condition is satisfied, a new value of the above-described evaluation variable used as the evaluation item is calculated (step S15). Next, it is checked whether or not the new value of the evaluation variable is better (step S16, second check unit). When the maximum charge amount closest to the precharge amount is used as an evaluation item, whether or not the maximum charge amount Em is closer to the precharge amount Ep than the maximum charge amount Emax, that is, (Ep−Em) ≦ (Ep−Emax) Check whether or not. When the shortest charging waiting time is used as an evaluation item, it is checked whether or not the charging waiting time CW is shorter than the minimum charging waiting time CWmin, that is, whether CW <CWmin. If the new value of the evaluation variable is not better, the charging time is updated (step S18). In this case, CT ← CTnext. CTnext is the next charging time of the EV charging model.
一方、評価用変数の新値はより良い場合、評価用変数は評価用変数の新値に設定し、充電器18の最大出力電力、最大充電量および最大充電時間を更新する(ステップS17、パラメータ更新部)。この場合、CPm←CP、Emax←Em、CTm←CTと表される。   On the other hand, when the new value of the evaluation variable is better, the evaluation variable is set to the new value of the evaluation variable, and the maximum output power, the maximum charge amount, and the maximum charge time of the charger 18 are updated (step S17, parameter). Update department). In this case, CPm ← CP, Emax ← Em, and CTm ← CT.
ステップS17の処理が終了すると、ステップS18の処理が行われる。ステップS18の処理が終了すると、充電時間変数CTは下限値より大きいか否かをチェックする(ステップS19、第3チェック部)。すなわち、このステップS19は、EV車の充電時間が既定の範囲内か否かをチェックする。ステップS19で充電時間変数CTが下限値より大きいと判定された場合は、ステップS13以降の処理が繰り返される。充電時間変数CTが下限値以下の場合には、充電器18の最大出力電力変数CPと充電時間変数CTを更新する(ステップS20)。この処理は、CP←CPnext、CT←M(CP,Ep)と表される。ここで、CPnextは、EV充電モデル内の充電器18の次の最大出力電力である。   When the process of step S17 ends, the process of step S18 is performed. When the process of step S18 ends, it is checked whether or not the charging time variable CT is larger than the lower limit value (step S19, third check unit). That is, this step S19 checks whether or not the charging time of the EV vehicle is within a predetermined range. If it is determined in step S19 that the charging time variable CT is greater than the lower limit value, the processes in and after step S13 are repeated. If the charging time variable CT is less than or equal to the lower limit value, the maximum output power variable CP and the charging time variable CT of the charger 18 are updated (step S20). This process is expressed as CP ← CPnext, CT ← M (CP, Ep). Here, CPnext is the next maximum output power of the charger 18 in the EV charging model.
次に、充電器18の最大出力電力変数CPは下限値より大きいか否かをチェックする(ステップS21、第4チェック部)。すなわち、このステップS21は、充電器18の最大出力電力が既定の範囲内か否かをチェックする。ステップS21で大きいと判定された場合には、ステップS13以降の処理が繰り返される。大きくない場合は、その時点での充電器18の最大出力電力CPm、最大充電量Emax、および最大充電時間CTmを出力する(ステップS22)。   Next, it is checked whether or not the maximum output power variable CP of the charger 18 is larger than the lower limit value (step S21, fourth check unit). That is, this step S21 checks whether or not the maximum output power of the charger 18 is within a predetermined range. If it is determined in step S21 that the value is large, the processes after step S13 are repeated. If not, the maximum output power CPm, the maximum charge amount Emax, and the maximum charge time CTm of the charger 18 at that time are output (step S22).
図5のフローチャートでは、最大出力電力変数CPと充電時間変数CTについて実行可能な解が新たに見つかれば、ステップS17にて、充電器最大出力電力CPm、最大充電量Emax、充電時間CTmは更新される。すなわち、実行可能な解が新たに見つかるまでは、充電器最大出力電力CPm、最大充電量Emax、充電時間CTmの各値は保持される。   In the flowchart of FIG. 5, if a new feasible solution is found for the maximum output power variable CP and the charging time variable CT, the charger maximum output power CPm, the maximum charge amount Emax, and the charging time CTm are updated in step S17. The That is, the values of the charger maximum output power CPm, the maximum charge amount Emax, and the charge time CTm are held until a feasible solution is newly found.
最大出力電力変数CPはCPlimitまで逐次減少していくが、実行可能解が見つかるまでは、充電器最大出力電力CPm、最大充電量Emax、充電時間CTmは変化しない。   The maximum output power variable CP decreases sequentially until CPlimit, but the charger maximum output power CPm, the maximum charge amount Emax, and the charge time CTm do not change until a feasible solution is found.
例えば、評価項目として予備充電量の最も近い最大充電量を使う時、予備充電量(Ep)=8.0で、充電器最大出力電力CPが50,45,40,30と逐次減少していき、充電時間が30分〜1分の場合、EV充電モデルは、4×30のマトリックスになる。   For example, when the maximum charge amount closest to the precharge amount is used as the evaluation item, the maximum charge power CP of the charger gradually decreases to 50, 45, 40, and 30 when the precharge amount (Ep) = 8.0. When the charging time is 30 minutes to 1 minute, the EV charging model is a 4 × 30 matrix.
最大出力電力変数CPの値は、50,45,40,30,−1と逐次減少し、CTの値は30,29,28,…,1,−1と逐次減少し、CPLimitは−1, CTlimitは−1である。初期状態では、CP←50、CT←13、Emax←0、CPm←50、CTm←13である。   The value of the maximum output power variable CP decreases sequentially with 50, 45, 40, 30, -1, the value of CT decreases with 30, 29, 28, ..., 1, -1 and the CPLimit becomes -1, CTlimit is -1. In the initial state, CP ← 50, CT ← 13, Emax ← 0, CPm ← 50, and CTm ← 13.
実行可能解1は、充電器最大出力電力=50、充電時間=12分、充電量=7.8とする。また、実行可能解2は、充電器最大出力電力=45、充電時間=15分、充電量=7.6とする。   The feasible solution 1 is charger maximum output power = 50, charging time = 12 minutes, and charge amount = 7.8. The feasible solution 2 is charger maximum output power = 45, charging time = 15 minutes, and charge amount = 7.6.
図5のステップS19のチェック処理を19回繰り返すことにより、実行可能解1が見つかる。このとき、最大充電量Em=7.8、最大出力電力変数CP=50になる。したがって、(Ep−Em)=0.2、(Ep−Emax)=8.0−0=8.0になる。また、ステップS16にて、(Ep−Em)≦(Ep−Emax)となるため、ステップS17の処理に進んで、CPm←50、Emax←7.8、CTm←12となる。   Executable solution 1 is found by repeating the check process of step S19 of FIG. 5 19 times. At this time, the maximum charge amount Em = 7.8 and the maximum output power variable CP = 50. Therefore, (Ep−Em) = 0.2 and (Ep−Emax) = 8.0−0 = 8.0. In step S16, since (Ep-Em) ≤ (Ep-Emax), the process proceeds to step S17, and CPm ← 50, Emax ← 7.8, and CTm ← 12.
ステップS19のチェック処理を20〜46回繰り返す間は、実行可能な解はないため、CPm、Emax、CTmの更新は行われない。   While the check process in step S19 is repeated 20 to 46 times, there is no executable solution, so CPm, Emax, and CTm are not updated.
ステップS19のチェック処理を47回繰り返したときに、実行可能解2が見つかる。このとき、最大充電量Em=7.6、最大出力電力変数CP=45になる。したがって、(Ep−Em)=0.4、(Ep−Emax)=8.0−7.8=0.2になる。ステップS16では、(Ep−Em)>(Ep−Emax)となり、ステップS17の処理は行われない。   When the check process in step S19 is repeated 47 times, an executable solution 2 is found. At this time, the maximum charge amount Em = 7.6 and the maximum output power variable CP = 45. Therefore, (Ep−Em) = 0.4 and (Ep−Emax) = 8.0−7.8 = 0.2. In step S16, (Ep-Em)> (Ep-Emax) is satisfied, and the process of step S17 is not performed.
ステップS19のチェック処理を125回繰り返したときに、ステップS21では、CP(=−1)≦CPlimit(=−1)となり、ステップS22に進んで、充電器最大出力電力(CPm)として50kWが選択され、最大充電量(Emax)として7.8kWhが選択され、充電時間(CTm)として12分が選択される。   When the check process in step S19 is repeated 125 times, in step S21, CP (= -1) ≤CPlimit (= -1), and the process proceeds to step S22, where 50 kW is selected as the charger maximum output power (CPm). Then, 7.8 kWh is selected as the maximum charge amount (Emax), and 12 minutes is selected as the charge time (CTm).
なお、図5のフローチャートでは、充電器最大出力電力CPがCPlimit未満になるまで、繰り返し処理を行う例を示しているが、ステップS17で充電器18の最大出力電力、最大充電量および最大充電時間を更新した時点で、図5の処理を終了してもよい。充電ステーションでは充電を行う際、最大充電量まで充電する時間はEV車の電池残存量によって異なるので、充電終了制約として最大充電量と最大充電時間両方を使う。そうでなければ、実際の充電を行うとき、上記の制約条件を満たさない恐れがある。このために、充電条件決定部8は充電器18の最大出力電力と最大充電量だけでなく、最大充電時間も決定する。   The flowchart of FIG. 5 shows an example in which the repetitive processing is performed until the charger maximum output power CP becomes less than CPlimit. However, in step S17, the maximum output power, the maximum charge amount, and the maximum charge time of the charger 18 are shown. 5 may be terminated at the time when is updated. When charging is performed at the charging station, since the time for charging up to the maximum charge amount varies depending on the remaining battery amount of the EV car, both the maximum charge amount and the maximum charge time are used as the charge termination constraint. Otherwise, there is a possibility that the above-mentioned constraint condition is not satisfied when actual charging is performed. For this purpose, the charging condition determination unit 8 determines not only the maximum output power and the maximum charging amount of the charger 18 but also the maximum charging time.
図6は、充電器18の最大出力電力CPm、EV車の最大充電量Emaxおよび最大充電時間CTmの決定の仕方の一例を示す図である。図6では、ある充電ステーションの契約電力が300kW、定置型蓄電池残存量は100kWh、充電器18の台数は10台としている。充電器18の可能な最大出力電力レベルは50kW、45kW、40kWの3種類としている。   FIG. 6 is a diagram showing an example of how to determine the maximum output power CPm of the charger 18, the maximum charge amount Emax of the EV vehicle, and the maximum charge time CTm. In FIG. 6, the contract power of a certain charging station is 300 kW, the stationary storage battery remaining amount is 100 kWh, and the number of chargers 18 is 10. The possible maximum output power levels of the charger 18 are three types of 50 kW, 45 kW, and 40 kW.
5時間以内に200台のEV車を充電したい場合、予備充電量計算部6が計算した予備充電量は、(300×5+100)/200=8kWhである。充電器18の最大出力電力が50kWの場合、各EVの要求充電時間は10分である。充電需要が契約電力より高い場合、定置型蓄電池17からの要求放電電力は200kWで、定置型蓄電池17の要求放電量は600kWh(>定置型蓄電池残存量)になるので、充電器最大出力電力を50kWに設定すると、EV充電は実現不可能である。   When it is desired to charge 200 EV cars within 5 hours, the preliminary charge amount calculated by the preliminary charge amount calculation unit 6 is (300 × 5 + 100) / 200 = 8 kWh. When the maximum output power of the charger 18 is 50 kW, the required charging time for each EV is 10 minutes. When the charge demand is higher than the contract power, the required discharge power from the stationary storage battery 17 is 200 kW, and the required discharge power of the stationary storage battery 17 is 600 kWh (> the remaining capacity of the stationary storage battery). If set to 50 kW, EV charging is not feasible.
充電器最大出力電力が45kWの場合、各EV車の要求充電時間は13分、充電需要が契約電力より高い場合、定置型蓄電池17の要求放電電力は150kWで、定置型蓄電池17の要求放電量は300kWh(>定置型蓄電池残存量)になるので、充電器最大出力電力を45kWに設定すると、EV充電も実現不可能である。   When the maximum output power of the charger is 45 kW, the required charging time of each EV vehicle is 13 minutes, and when the charging demand is higher than the contract power, the required discharge power of the stationary storage battery 17 is 150 kW, and the required discharge amount of the stationary storage battery 17 Becomes 300 kWh (> stationary storage battery remaining amount), and EV charging cannot be realized if the maximum output power of the charger is set to 45 kW.
このように、充電器最大出力電力が50kWあるいは45kWの場合、実現可能なソリューションがない。   Thus, when the charger maximum output power is 50 kW or 45 kW, there is no feasible solution.
一方、充電器最大出力電力が40kWの場合、充電量を7.8kWhに調整する、と各EV車の要求充電時間は15分、充電需要が契約電力より高い場合、定置型蓄電池17からの要求放電電力は100kW、定置型蓄電池17の要求放電量は60kWh(≦定置型蓄電池残存量)になるので、充電器最大出力電力を40kWに設定すると、EV充電は実現可能である。したがって、充電器最大出力電力(CPm)は40kWになり、最大充電時間(CTm)は15分になり、最大充電量(Emax)は7.8kWhになる。   On the other hand, when the maximum output power of the charger is 40 kW, the charge amount is adjusted to 7.8 kWh. The required charging time of each EV car is 15 minutes, and when the charging demand is higher than the contract power, the request from the stationary storage battery 17 Since the discharge power is 100 kW and the required discharge amount of the stationary storage battery 17 is 60 kWh (≦ stationary storage battery remaining amount), EV charging can be realized by setting the charger maximum output power to 40 kW. Therefore, the charger maximum output power (CPm) is 40 kW, the maximum charge time (CTm) is 15 minutes, and the maximum charge amount (Emax) is 7.8 kWh.
次に、充電量調整部9の処理動作を詳細に説明する。充電量調整部9は、各EV車の要求充電量情報(Edi)を取得して、各EV車の要求充電量に応じて供給充電量(=予備充電量,Ep)の調整を行う。このため、ニーズに応じて要求充電量を設定することができる。充電量調整部9は、優先度が高い充電待ちEVの要求充電量を高くする。ここで、要求充電量の設定の三つの例を挙げる。EV車のユーザが要求充電量値を入力できる場合、その入力値を要求充電量として使う。もし、EVユーザは要求充電量値を入力できない場合、各充電待ちEVの残存量情報を取得する。充電待ちの各EV車の上限充電量から残存量を減算して要求充電量を計算する。上限充電量の例は、80%SOC(State Of Charge)や満充電(=100%SOC)や30分充電などである。移動予定距離によって要求充電量を設定できる。要求充電量は、例えば(3)式で表される。   Next, the processing operation of the charge amount adjustment unit 9 will be described in detail. The charge amount adjustment unit 9 acquires the required charge amount information (Edi) of each EV vehicle and adjusts the supplied charge amount (= preliminary charge amount, Ep) according to the required charge amount of each EV vehicle. Therefore, the required charge amount can be set according to needs. The charge amount adjustment unit 9 increases the required charge amount of the charge waiting EV having a high priority. Here, three examples of setting the required charge amount are given. When the user of the EV vehicle can input the required charge amount value, the input value is used as the required charge amount. If the EV user cannot input the required charge amount value, the remaining amount information of each charge waiting EV is acquired. The required charge amount is calculated by subtracting the remaining amount from the upper limit charge amount of each EV vehicle waiting for charging. Examples of the upper limit charge amount include 80% SOC (State Of Charge), full charge (= 100% SOC), and 30 minute charge. The required charge amount can be set according to the planned travel distance. The required charge amount is expressed by, for example, equation (3).
要求充電量Edi=min(Ecapi−Eri,Di×FEi) …(3)     Required charge amount Edi = min (Ecapi−Eri, Di × FEi) (3)
ここで、Ecapiは充電待ちのEViの電池容量(kWh)またはEViの上限充電量、Eriは充電待ちEViの電池残存量(kWh)、Diは充電待ちEViの移動予定距離(km)、FEiは電費(消費エネルギー効率kWh/km)である。   Here, Ecapi is the battery capacity (kWh) of EVi waiting for charging or the upper limit charging amount of EVi, Eri is the remaining battery amount (kWh) of EVi waiting for charging, Di is the estimated travel distance (km) of EVi waiting for charging, and FEi is Electricity consumption (energy consumption efficiency kWh / km).
要求充電量に応じて、充電待ちEV車を二つのグループに分ける。第一グループは、各充電待ちEV車の要求充電量が最大充電量(Emax)より小さいグループである。第二グループは、各充電待ちEVの要求充電量が最大充電量(Emax)より大きいか同じグループである。第一グループの剰余充電量を第二グループの充電待ちEVに比例的に分配する。まず、(4)式に従って剰余充電量を計算する。EVwは充電待ちのEV車群である。   The EV cars waiting for charging are divided into two groups according to the required charge amount. The first group is a group in which the required charge amount of each EV car waiting for charge is smaller than the maximum charge amount (Emax). The second group is a group in which the required charge amount of each EV waiting for charge is greater than or equal to the maximum charge amount (Emax). The surplus charge amount of the first group is proportionally distributed to the charge waiting EV of the second group. First, the surplus charge amount is calculated according to equation (4). EVw is an EV vehicle group waiting for charging.
次に、(5)式に従って、第2グループの充電待ちEV車に比例的に配分して各充電待ちEV車への供給充電量を計算する。   Next, according to the equation (5), the supply charge amount to each charge waiting EV car is calculated in proportion to the charge waiting EV cars of the second group.
図7は充電量調整部9が行う充電量調整の一例を説明する図である。この例では、EV1,EV2,EV3,EV4の要求充電量はそれぞれ5kWh,10kWh,15kWh,3kWhである。充電量調整部9は、充電条件決定部8が計算した最大充電量=5kWhを用いて、EV4の剰余充電量2kWh(=5kWh−3kWh)をEV2とEV3に比例的に分配する。この結果、EV2には5.67kWhが供給され、EV3には6.33kWhが供給される。   FIG. 7 is a diagram illustrating an example of the charge amount adjustment performed by the charge amount adjustment unit 9. In this example, the required charge amounts of EV1, EV2, EV3, and EV4 are 5 kWh, 10 kWh, 15 kWh, and 3 kWh, respectively. The charge amount adjustment unit 9 uses the maximum charge amount = 5 kWh calculated by the charge condition determination unit 8 to proportionally distribute the surplus charge amount 2 kWh (= 5 kWh-3 kWh) of EV4 to EV2 and EV3. As a result, 5.67 kWh is supplied to EV2, and 6.33 kWh is supplied to EV3.
次に、充電情報出力部10が出力する充電情報について詳述する。   Next, the charging information output by the charging information output unit 10 will be described in detail.
図8は充電情報出力部10が出力するEV充電情報と充電サービス情報の一例を示す図である。EV充電情報は、EVId、各EVの最大充電量(kWh)、各EVの充電時充電器最大出力電力(kW)、と充電時間(分)を含む。充電サービス情報は、時刻(現時点)、提供可能な最大充電量(kWh)、最大充電時間(分)、充電待ちEV台数、充電待ち時間(分)、エネルギー価格(¥/kWh)である。   FIG. 8 is a diagram illustrating an example of EV charging information and charging service information output by the charging information output unit 10. The EV charging information includes EVId, the maximum charge amount (kWh) of each EV, the charger maximum output power (kW) during charging of each EV, and the charging time (minutes). The charging service information includes time (current time), maximum charge amount (kWh) that can be provided, maximum charging time (min), number of EVs waiting for charging, charging waiting time (min), and energy price (¥ / kWh).
充電待ち時間の計算は、充電条件決定部8が行ってもよい。充電条件決定部8が返す最大充電時間(CTm)を用いて、新着EVの充電待ち時間を計算する。充電待ち時間は、例えば(6)式に従って計算される。   The charging condition determination unit 8 may calculate the charging waiting time. Using the maximum charging time (CTm) returned by the charging condition determination unit 8, the charging waiting time of the newly arrived EV is calculated. The charging waiting time is calculated according to, for example, the equation (6).
(6)式において、Nwは充電待ちEV台数であり、CTmiは充電待ちEViの最大充電時間、nqcは充電器18の台数、Ncは充電中EV、CTriは充電中EVの充電完了までの時間である。充電サービス情報を電光掲示板やカーナビに表示することによってEVユーザの充電行動をマニピュレイトすることも可能である。 In Equation (6), Nw is the number of EVs waiting for charging, CTmi is the maximum charging time of EVi waiting for charging, n qc is the number of chargers 18, Nc is EV during charging, and CTri is until charging of EV during charging is completed. It's time. It is also possible to manipulate the charging behavior of the EV user by displaying the charging service information on an electric bulletin board or car navigation system.
到着予定のEV車の台数は、過去の充電データ、充電予約データ、あるいはODデータを用いて予測することができる。図9は過去の充電データの一例を示す図である。このデータを用いて、着目する時間内のEV台数及び充電量需要を予測できる。   The number of EV cars scheduled to arrive can be predicted using past charging data, charging reservation data, or OD data. FIG. 9 is a diagram illustrating an example of past charging data. Using this data, it is possible to predict the number of EVs and charge demand within the time of interest.
図10は充電予約データの一例を示す図である。このデータを用いて、着目する時間内に到着予定のEV車を抽出して、EV台数及び充電量需要を予測できる。   FIG. 10 is a diagram illustrating an example of charging reservation data. Using this data, EV cars scheduled to arrive within the time of interest can be extracted, and the number of EVs and the demand for the amount of charge can be predicted.
図11は、インターチェインジ(IC)あるいはジャンクション(JCT)からインターチェインジ(IC)あるいはジャンクションまでに移動するEV台数のODデ−タの例を示している。ODデ−タから充電ステーションを通過するEVデータを計算する。   FIG. 11 shows an example of OD data for the number of EVs moving from the interchange (IC) or junction (JCT) to the interchange (IC) or junction. EV data passing through the charging station is calculated from the OD data.
ICあるいはJCTから充電ステーションまでの距離と他の充電ステーションの情報を用いて、充電確率を計算する。例えば、充電ステーションまでの距離は40以上であり、充電ステーションは二ヶ所だったら、充電確率は0.5にする。充電ステーションを通過するEVデータあったら、着目する時間内に到着するEV車の台数は、以下の(7)式に従って計算する。   The charging probability is calculated using the distance from the IC or JCT to the charging station and information on other charging stations. For example, if the distance to the charging station is 40 or more and there are two charging stations, the charging probability is set to 0.5. If there is EV data passing through the charging station, the number of EV cars arriving within the time of interest is calculated according to the following equation (7).
ここで、np(t)とPr(t)はそれぞれ、時刻tのときに通過するEV台数と充電確率である。 Here, n p (t) and P r (t) are the number of EVs passing at time t and the charging probability, respectively.
このように、第1の実施形態では、充電待ちEV車の台数と到着予定のEV車の台数とを考慮に入れて、各EV車に提供可能な予備充電量を計算するとともに、EV充電モデルを用いて各EV車の最大充電量を求め、所定の制約条件を満たした上で、できるだけ充電時間を短縮し、かつできるだけ最大充電量を多くするような充電条件を見つけるため、充電待ちのEV車の台数を削減し、かつ系統電力からの供給電力の平準化を図ることができる。   As described above, in the first embodiment, the number of EV cars waiting to be charged and the number of EV cars scheduled to arrive are taken into consideration, and the preliminary charge amount that can be provided to each EV car is calculated, and the EV charging model is also calculated. Is used to determine the maximum charge amount of each EV car, satisfy the predetermined constraints, find a charge condition that shortens the charge time as much as possible and increases the maximum charge amount as much as possible. It is possible to reduce the number of cars and level the power supplied from the grid power.
(第2の実施形態)
第2の実施形態は、充電待ちのEV車の必須充電量の合計量が予備充電量計算部6で計算した予備充電量の合計よりも高い場合の最大充電量の計算手法に特徴を持たせたものである。
(Second Embodiment)
The second embodiment is characterized by a calculation method of the maximum charge amount when the total amount of essential charge amounts of EV cars waiting to be charged is higher than the total amount of precharge amounts calculated by the precharge amount calculation unit 6. It is a thing.
図12は第2の実施形態に係る充電管理装置1の概略構成を示すブロック図である。図12の充電管理装置1は、図1の構成に加えて、径路周辺情報取得部11を備えている。この径路周辺情報取得部11は、各EV車の走行経路情報と充電ステーションの周辺にある充電場所情報を取得する。   FIG. 12 is a block diagram illustrating a schematic configuration of the charge management device 1 according to the second embodiment. The charge management device 1 of FIG. 12 includes a path periphery information acquisition unit 11 in addition to the configuration of FIG. The route periphery information acquisition unit 11 acquires the travel route information of each EV vehicle and the charging location information around the charging station.
第2の実施形態に係る予備充電量計算部6は、径路周辺情報取得部11が取得した情報を用いて、充電待ちEV車の必須充電量を計算する。予備充電量計算部6は、充電待ちEV車の走行経路が分かった場合、その走行経路に沿って目的地まで走行する間に他の充電場所があれば、その充電場所まで走行するのに必要なエネルギーを計算する。予備充電量計算部6は、その走行経路に沿って目的地まで走行する間に他の充電場所がない場合、目的地まで走行するのに必要なエネルギーを計算する。そして、予備充電量計算部6は、計算したエネルギーから充電待ちEVの電池残存量を減算して、充電待ちEVの必須充電量を計算する。もし、充電待ちEVの電池残存量を取得できない場合、予備充電量計算部6は、充電待ちEVの電池残存量を下限値、例えば、SOCの10%であると想定する。また、充電待ちEVの走行経路が分からなかった(unknown)場合、予備充電量計算部6は、この充電ステーションの周辺の他の充電場所の中から一番遠い充電場所、例えば、半径20kmまで移動するのに必要なエネルギーを計算する。   The preliminary charge amount calculation unit 6 according to the second embodiment uses the information acquired by the route periphery information acquisition unit 11 to calculate the required charge amount of the EV car waiting for charging. When the travel route of the EV vehicle waiting for charging is known, the reserve charge amount calculation unit 6 is necessary to travel to the charge location if there is another charge location while traveling to the destination along the travel route. To calculate the energy. The spare charge amount calculation unit 6 calculates the energy required to travel to the destination when there is no other charging location while traveling to the destination along the travel route. Then, the preliminary charge amount calculation unit 6 subtracts the remaining battery amount of the EV waiting for charging from the calculated energy to calculate the essential charge amount of the EV waiting for charging. If the remaining battery amount for the EV waiting for charging cannot be acquired, the preliminary charge amount calculation unit 6 assumes that the remaining battery amount for the EV waiting for charging is a lower limit value, for example, 10% of the SOC. If the travel route of the EV waiting for charging is unknown (unknown), the reserve charge amount calculation unit 6 moves to the farthest charging place, for example, a radius of 20 km, from other charging places around the charging station. Calculate the energy required to do it.
その次に、予備充電量計算部6は、利用可能なエネルギーから充電待ちEVグループの合計必須充電量を減算して、到着予定EVグループの各EVの予備充電量を計算する。その後、充電条件決定部8は、充電待ちEVグループと到着予定EVグループの各EVの最大充電量、充電器最大出力電力、および最大充電時間を計算する。   Next, the preliminary charge amount calculation unit 6 calculates the preliminary charge amount of each EV of the scheduled arrival EV group by subtracting the total required charge amount of the EV group waiting for charging from the available energy. Thereafter, the charging condition determination unit 8 calculates the maximum charging amount, the charger maximum output power, and the maximum charging time of each EV in the charging waiting EV group and the scheduled arrival EV group.
図13は第2の実施形態に係る充電条件決定部8の処理動作を示すフローチャートである。図13は評価項目として予備充電量に最も近い最大充電量を使って充電条件決定部8の処理動作を示しているが、図5で説明したように他の評価項目を使っても良い。図13のフローチャートを開始するにあたって、充電待ちEVグループの各EV車ごとに、必須充電量を変更せず、充電器18の最大出力電力とEV車の最大充電時間を計算する。また、到着予定EVグループの各EV車ごとに、最大充電量、充電器最大出力電力、および最大充電時間を計算する。   FIG. 13 is a flowchart showing the processing operation of the charging condition determination unit 8 according to the second embodiment. Although FIG. 13 shows the processing operation of the charging condition determination unit 8 using the maximum charge amount closest to the preliminary charge amount as an evaluation item, other evaluation items may be used as described in FIG. In starting the flowchart of FIG. 13, the maximum output power of the charger 18 and the maximum charging time of the EV car are calculated for each EV car in the EV group waiting for charging without changing the required charge amount. In addition, a maximum charge amount, a charger maximum output power, and a maximum charge time are calculated for each EV vehicle in the scheduled arrival EV group.
充電条件決定部8はまず、充電待ちEVグループの各EVパラメータ、例えば、充電時間変数(CTi)、充電器最大出力電力変数(CPi)、最大充電量(Emaxi)、充電器最大出力電力(CPmi)、および最大充電時間(CTmi)を初期化する(ステップS31)。最大充電量(Emaxi)は必須充電量に設定する。   The charging condition determination unit 8 firstly sets each EV parameter of the EV group waiting for charging, for example, a charging time variable (CTi), a charger maximum output power variable (CPi), a maximum charge amount (Emaxi), and a charger maximum output power (CPmi). ) And the maximum charging time (CTmi) are initialized (step S31). The maximum charge amount (Emaxi) is set to the required charge amount.
次に、到着予定EVグループの各EVの充電時間変数(CT)、充電器最大出力電力変数(CP)、最大充電量(Emax)、充電器最大出力電力(CPm)、および充電時間(CTm)を初期化する(ステップS32)。充電器最大出力電力変数(CP)は、EV充電モデルの充電器出力の最大値、例えば、50(kW)に初期化する。   Next, the charging time variable (CT), the charger maximum output power variable (CP), the maximum charge amount (Emax), the charger maximum output power (CPm), and the charging time (CTm) of each EV of the scheduled arrival EV group Is initialized (step S32). The charger maximum output power variable (CP) is initialized to the maximum value of the charger output of the EV charging model, for example, 50 (kW).
このステップS32では、EV充電モデルMを用いて、充電器最大出力電力変数CPと予備充電量Epに対応する充電時間を取得して、充電時間変数(CT)に設定する。この処理は、CT←M(CP,Ep)で表される。充電時間変数(CT)はEV充電モデルMの充電時間の最大値、例えば、30分に初期化しても良い。最大充電量(Emax)は予備充電量Epに初期化する。最大充電量(Emax)や充電器最大出力電力(CPm)や最大充電時間(CTm)をそれぞれ0とCPとCTに初期化する。   In step S32, the EV charging model M is used to acquire the charging time corresponding to the charger maximum output power variable CP and the preliminary charging amount Ep, and set the charging time variable (CT). This process is represented by CT ← M (CP, Ep). The charging time variable (CT) may be initialized to the maximum charging time of the EV charging model M, for example, 30 minutes. The maximum charge amount (Emax) is initialized to the preliminary charge amount Ep. The maximum charge amount (Emax), the charger maximum output power (CPm), and the maximum charge time (CTm) are initialized to 0, CP, and CT, respectively.
次に、EV充電モデルMを用いて、充電待ちグループの各EVごとに、最大充電量(Emaxi)と充電器最大出力電力(CPmi)に応じて充電時間CTiを抽出する(ステップS33)。この処理は、CPi←CP、CTi←M(Emaxi, CP)で表される。   Next, using the EV charging model M, the charging time CTi is extracted for each EV in the charging waiting group according to the maximum charge amount (Emaxi) and the charger maximum output power (CPmi) (step S33). This process is represented by CPi ← CP and CTi ← M (Emaxi, CP).
次に、EV充電モデルを用いて、到着予定EVグループの各EVごとに、CPとCTに応じて最大充電量(Em)を得る(ステップS34)。この処理は、Em←M(CP,CT)で表される。ここでは、MはEV充電モデルである。   Next, the maximum charge amount (Em) is obtained according to the CP and CT for each EV of the scheduled arrival EV group using the EV charge model (step S34). This process is expressed by Em ← M (CP, CT). Here, M is an EV charging model.
次に、制約条件を満たすかどうかを確認する(ステップS35)。制約条件は、例えば上述した1〜3の少なくとも一つである。   Next, it is confirmed whether or not the constraint condition is satisfied (step S35). The constraint condition is, for example, at least one of 1 to 3 described above.
もし、制約条件を満たす場合、最大充電量(Em)がEmaxよりEpの近い値か否かをチェックする(ステップS36)。もし、EmがEmaxよりもEpに近ければ、充電待ちグループの各EVのパラメータを更新する(ステップS37)。この処理は、 CPmi←CP、CTmi←M(CP,Emaxi)と表される。   If the constraint condition is satisfied, it is checked whether or not the maximum charge amount (Em) is a value closer to Ep than Emax (step S36). If Em is closer to Ep than Emax, the parameters of each EV in the charge waiting group are updated (step S37). This process is expressed as CPmi ← CP and CTmi ← M (CP, Emaxi).
次に、到着予定EVグループの各EVの充電器最大出力電力及び最大充電量を更新する(ステップS38)。この処理は、CPm←CP、Emax←Em、CTm←CTと表される。   Next, the charger maximum output power and the maximum charge amount of each EV in the scheduled arrival EV group are updated (step S38). This process is expressed as CPm ← CP, Emax ← Em, CTm ← CT.
もし、制約条件を満たさない場合、あるいは最大充電量(Em)はEpの近い値でない場合、充電時間を更新する(ステップS39)。この処理は、CT←CTnextと表される。ここで、CTnextはEV充電モデル表の次の充電時間である。   If the constraint condition is not satisfied, or if the maximum charge amount (Em) is not a value close to Ep, the charging time is updated (step S39). This process is expressed as CT ← CTnext. Here, CTnext is the next charging time in the EV charging model table.
その後、充電時間変数(CT)が下限値より大きいか否かをチェックし(ステップS40)、大きければステップS33に戻る。CTが下限値以下であれば、充電器最大出力電力変数(CP)と充電時間変数(CT)を更新する(ステップS41)。この処理は、CP←CPnext、CT←M(CP,Ep)と表される。ここで、CPnextはEV充電モデル表の次の充電器最大出力電力である。   Thereafter, it is checked whether or not the charging time variable (CT) is larger than the lower limit value (step S40), and if larger, the process returns to step S33. If CT is not more than the lower limit value, the charger maximum output power variable (CP) and the charging time variable (CT) are updated (step S41). This process is expressed as CP ← CPnext, CT ← M (CP, Ep). Here, CPnext is the next charger maximum output power in the EV charging model table.
次に、充電器最大出力電力変数(CP)は下限値より大きいか否かをチェックする(ステップS42)。もし、大きい場合、ステップS33に戻る。大きくなければ、充電待ちグループの各EVの最大充電量(Emaxi)、充電器最大出力電力(CPmi)、充電時間(CTmi)および到着予定EVグループの各EVの充電器最大出力電力(CPm)、最大充電量(Emax)、および充電時間(CTm)を出力する(ステップS43) 。   Next, it is checked whether or not the charger maximum output power variable (CP) is larger than the lower limit value (step S42). If so, the process returns to step S33. If not, the maximum charge amount (Emaxi), charger maximum output power (CPmi), charging time (CTmi) and charger maximum output power (CPm) of each EV of the scheduled EV group, The maximum charge amount (Emax) and the charge time (CTm) are output (step S43).
充電待ちEVの必須充電量合計は予備充電量計算部6での計算した予備充電量の合計より高い場合、最大充電量の調整は行わない。   When the total required charge amount of the waiting EV is higher than the total precharge amount calculated by the precharge amount calculation unit 6, the maximum charge amount is not adjusted.
このように、第2の実施形態では、充電待ちEV車の走行経路上の充電ステーションまで走行するのに必要な必須充電量を計算し、この必須充電量を用いて予備充電量を計算する。よって、充電待ちEV車が目的地まで行く間に電池切れを起こすおそれがなくなる。また、充電待ちEV車からなる充電待ちグループと、到着予定のEV車からなる到着予定グループとについて、充電条件決定部8が別個に処理を行って充電条件を決定するため、充電待ちグループに適した充電条件と、到着予定グループに適した充電条件とを設定できる。   As described above, in the second embodiment, the required charge amount required to travel to the charging station on the travel route of the EV waiting vehicle is calculated, and the preliminary charge amount is calculated using the required charge amount. Therefore, there is no risk of the battery running out while the EV car waiting for charging goes to the destination. In addition, the charging condition determination unit 8 determines the charging condition by separately processing the charging waiting group consisting of EV cars waiting to be charged and the arrival schedule group consisting of EV cars scheduled to arrive. Charging conditions and charging conditions suitable for the arrival group can be set.
上述した第1および第2の実施形態における予備充電量計算部6の処理は、充電条件決定部8が行ってもよい。この場合、図14のブロック図に示すように、予備充電量計算部6が不要となる。   The process of the preliminary charge amount calculation unit 6 in the first and second embodiments described above may be performed by the charge condition determination unit 8. In this case, as shown in the block diagram of FIG. 14, the preliminary charge amount calculation unit 6 is not necessary.
(第3の実施形態)
図3および図4では、充電時間や充電器18の最大出力電力等の入力パラメータに基づいてEV車の充電量を出力するEV充電モデルの例を示したが、これらのEV充電モデルに加えて、入力パラメータに基づいて定置型蓄電池17からの必要放電量を出力する定置型蓄電池放電モデルを設けてもよい。
(Third embodiment)
3 and 4 show examples of the EV charging model that outputs the amount of charge of the EV vehicle based on the input parameters such as the charging time and the maximum output power of the charger 18, but in addition to these EV charging models, A stationary storage battery discharge model that outputs the required discharge amount from the stationary storage battery 17 based on the input parameters may be provided.
図15は定置型蓄電池放電モデルの一例を示すテーブルである。図15のテーブルは、図3と同様に、EV車の充電時間と充電器18の最大出力電力を入力パラメータとして、定置型蓄電池17から必要放電量を出力する。この定置型蓄電池放電モデルは、例えば、充電管理装置1内の定置型蓄電池放電モデル格納部(不図示)に設けられる。   FIG. 15 is a table showing an example of a stationary storage battery discharge model. The table of FIG. 15 outputs the required discharge amount from the stationary storage battery 17 with the charging time of the EV vehicle and the maximum output power of the charger 18 as input parameters, as in FIG. This stationary storage battery discharge model is provided in, for example, a stationary storage battery discharge model storage unit (not shown) in the charge management device 1.
図3や図4に示すEV充電モデルに加えて、定置型蓄電池放電モデルを設けることで、定置型蓄電池17をより効率よく利用して、各EV車の充電制御を行うことができる。   By providing a stationary storage battery discharge model in addition to the EV charging model shown in FIGS. 3 and 4, charging control of each EV vehicle can be performed by using the stationary storage battery 17 more efficiently.
(第4の実施形態)
以下に説明する第4の実施形態は、複数の充電ステーションを管理する上位EMSを設けるものである。
(Fourth embodiment)
In the fourth embodiment described below, an upper EMS that manages a plurality of charging stations is provided.
図16は、第1〜第3の実施形態で説明した充電管理装置1をそれぞれ内蔵する複数の充電ステーション21と、これら充電ステーション21を管理する上位EMS22とを備えた充電管理システム23の概略構成を示すブロック図である。   FIG. 16 is a schematic configuration of a charge management system 23 including a plurality of charging stations 21 each including the charge management device 1 described in the first to third embodiments, and a high-order EMS 22 that manages these charging stations 21. FIG.
上位EMS22は、複数の充電ステーション21の周辺を走行している各EV車について、充電すべき充電ステーション21を決定するとともに、決定した充電ステーション21での充電量を管理する。   The upper EMS 22 determines the charging station 21 to be charged for each EV vehicle traveling around the plurality of charging stations 21 and manages the charging amount at the determined charging station 21.
上位EMS22は、径路充電場所情報取得部24と、EV情報取得部25と、電費・走行情報取得部26と、充電情報提供部27と、充電誘導部28とを備えている。   The host EMS 22 includes a route charging location information acquisition unit 24, an EV information acquisition unit 25, a power consumption / travel information acquisition unit 26, a charge information provision unit 27, and a charge induction unit 28.
径路充電場所情報取得部24は、道路情報や充電場所の情報を取得して記憶する。EV情報取得部25は、充電待ちおよび到着予定のEV車のEV情報を取得して記憶する。電費・走行情報取得部26は、各EV車の平均電費と走行経路情報を取得して記憶する。充電情報提供部27は、充電情報を提供する。充電誘導部28は、各EV車の充電場所を決定する。   The route charging location information acquisition unit 24 acquires and stores road information and charging location information. The EV information acquisition unit 25 acquires and stores EV information of EV cars waiting to be charged and scheduled to arrive. The electricity cost / travel information acquisition unit 26 acquires and stores the average power cost and travel route information of each EV vehicle. The charging information providing unit 27 provides charging information. The charging induction unit 28 determines a charging place for each EV vehicle.
複数の充電ステーション21のそれぞれは、充電中および充電待ちのEV車の情報に基づいて、提供可能な最大充電量、最大充電時間および充電器18の最大出力電力を計算して、これらの充電情報を上位EMS22に伝送する。   Each of the plurality of charging stations 21 calculates the maximum charge amount that can be provided, the maximum charging time, and the maximum output power of the charger 18 based on the information of the EV cars that are being charged and waiting to be charged, and the charging information Is transmitted to the upper EMS 22.
図17は第4の実施形態に係る上位EMS22の処理動作を示すフローチャートである。まず、上位EMS22内の充電誘導部28は、ある充電ステーション21に新着したEV車の走行経路と電池情報を取得する(ステップS51、第5取得部)。そして、充電誘導部28は、再EV充電スケジューリングイベントを開始する(ステップS52)。   FIG. 17 is a flowchart showing the processing operation of the upper EMS 22 according to the fourth embodiment. First, the charge induction unit 28 in the host EMS 22 acquires the travel route and battery information of an EV vehicle newly arrived at a certain charging station 21 (step S51, fifth acquisition unit). Then, the charge induction unit 28 starts a re-EV charge scheduling event (step S52).
充電誘導部28は、まず、径路充電場所取得部24からの径路・充電場所情報を用いて、新着EV車の走行経路上にある各充電ステーション21を抽出し(ステップS53、抽出部)、抽出した各充電ステーション21までの必須充電量と到着時間を計算し(ステップS54、充電条件計算部)、走行経路上にある各充電ステーション21EMSからの充電サービス情報を取得する(ステップS55、第6取得部)。   First, the charging induction unit 28 extracts each charging station 21 on the travel route of the newly arrived EV car using the route / charge location information from the route charge location acquisition unit 24 (step S53, extraction unit), and extracts it. The required charge amount and arrival time to each charging station 21 are calculated (step S54, charging condition calculation unit), and charging service information from each charging station 21EMS on the travel route is acquired (step S55, sixth acquisition). Part).
次に、新着EV車の電池残存量情報を想定あるいは取得して(ステップS56、第7取得部)、充電待ち時間や電力系統に与える電気自動車の充電負荷の平準化や電欠なしで、目的地まで、一つ以上の充電ステーション21及び充電量を決定する(ステップS57、EMS決定部)。   Next, the remaining battery information of a new EV car is assumed or acquired (step S56, seventh acquisition unit), and the charge waiting time and the charge load of the electric vehicle applied to the power system are leveled and the power is not lost. One or more charging stations 21 and the amount of charge are determined to the ground (step S57, EMS determination unit).
上位EMS22は、充電誘導部28が決定した充電ステーション21及び充電量を新着EVに提供する。すべてのEVから充電情報を取得できないので、上位EMS22の充電誘導部28は一定の間隔で各充電ステーション21EMSから充電サービス情報を収集して、充電情報出力部10の経由で充電情報を提供する(ステップS58)。充電情報出力部10はカーナビやインターネットやITS(Intelligent Transportation System)スポットや電光掲示板に表示する。   The host EMS 22 provides the charging station 21 and the charging amount determined by the charging guiding unit 28 to the newly arrived EV. Since charging information cannot be acquired from all EVs, the charging induction unit 28 of the upper EMS 22 collects charging service information from each charging station 21 EMS at regular intervals and provides the charging information via the charging information output unit 10 ( Step S58). The charging information output unit 10 displays the information on a car navigation system, the Internet, an ITS (Intelligent Transportation System) spot, or an electric bulletin board.
次に、充電ステーション21及び充電量の決定手法を説明する。一つの充電ステーション21を選択する場合、新着EVの電池残存量情報を用いて、走行経路上にある到着可能な第一充電ステーション21群を決定する。次に、現位置から目的地までの必須充電量を計算する。次に、下記の条件を満たす、第二充電ステーション21群を決定する。このとき、下記の(8)式を満たすようにする。   Next, the charging station 21 and the charge amount determination method will be described. When one charging station 21 is selected, the first charging station 21 group that can be reached on the travel route is determined using the remaining battery information of the newly arrived EV. Next, the required charge amount from the current position to the destination is calculated. Next, a second charging station 21 group that satisfies the following conditions is determined. At this time, the following expression (8) is satisfied.
提供可能な充電量+新着EV電池残存量−現位置から目的地までの必須充電量>0
…(8)
Available charge amount + New EV battery remaining amount-Required charge amount from current position to destination> 0
(8)
第二充電ステーション21群を決定する際、新着EVの電池残存量の上下限値を考慮しても良い。この場合、現位置から第一充電ステーション21群の各充電ステーション21までの必須充電量と、その充電ステーション21から目的地までの必須充電量とを計算する。次に、下記の1と2の条件をともに満たす、第二充電ステーション21群を決定する。   When determining the second charging station 21 group, the upper and lower limit values of the remaining amount of batteries of newly arrived EVs may be taken into consideration. In this case, the required charge amount from the current position to each charging station 21 of the first charging station 21 group and the required charge amount from the charging station 21 to the destination are calculated. Next, the second charging station 21 group that satisfies both the following conditions 1 and 2 is determined.
1.新着EV電池残存量−現位置から充電ステーション21までの必須充電量≧新着EVの電池残存量の下限値。
2.Min(新着EVの電池残存量の上限値,新着EV電池残存量-現位置から充電ステーション21までの必須充電量+提供可能な充電量)−充電ステーション21から目的地までの必須充電量≧新着EVの電池残存量の下限値。
1. New EV battery remaining amount--required charge amount from the current position to the charging station 21 ≧ lower limit value of new battery EV remaining amount.
2. Min (Upper limit value of new EV battery remaining amount, new EV battery remaining amount--required charge amount from current position to charging station 21 + chargeable charge amount) -required charge amount from charging station 21 to destination ≧ new arrival The lower limit value of the remaining battery amount of EV.
最後に、第二充電ステーション21群から充電待ち時間が一番短い充電ステーション21を決定する。   Finally, the charging station 21 with the shortest charging waiting time is determined from the second charging station group 21.
図18は複数の充電ステーション21及び充電量を決定する一手法を説明する図である。候補充電ステーション21の数が少ない場合、この手法は非常に有効である。まず、走行経路上にある充電ステーション21の組み合わせにより、候補充電場所リストを作成する。候補充電ステーション21がn箇所の場合、候補充電場所は2−1になる。図18(a)の例では、候補充電ステーション21は3箇所であるため、候補充電場所の組合せは、2−1=7つである。よって、図18(b)に示すように、候補充電場所リストには7つの組合せがある。図18(b)の候補充電場所リストでは、○の付いた充電ステーション21を選択し、その充電ステーション21で提供可能な充電量で新着EV車の充電を行うことを示している。 FIG. 18 is a diagram for explaining a method for determining a plurality of charging stations 21 and the amount of charge. This method is very effective when the number of candidate charging stations 21 is small. First, a candidate charging place list is created by a combination of charging stations 21 on the travel route. When the number of candidate charging stations 21 is n, the number of candidate charging locations is 2 n −1. In the example of FIG. 18A, since there are three candidate charging stations 21, the number of combinations of candidate charging locations is 2 3 −1 = 7. Therefore, as shown in FIG. 18B, there are seven combinations in the candidate charging place list. In the candidate charging location list of FIG. 18B, the charging station 21 marked with “◯” is selected, and charging of the newly arrived EV car is performed with the charging amount that can be provided by the charging station 21.
次に、評価関数を用いて各候補充電場所を評価する。評価関数として、充電待ち時間と、各候補充電ステーション21及び目的地に到着時の新着EVの電池残存量とを使う。ある候補充電場所として選択された各候補充電ステーション21では、提供可能な充電量で新着EVを充電する。各候補充電ステーション21あるいは目的地に到着時の新着EVの電池残存量を以下の(9)式に従って計算する。この(9)式では、候補充電ステーション21あるいは目的地を到着場所iとしている。   Next, each candidate charging place is evaluated using an evaluation function. As the evaluation function, the charging waiting time and the remaining battery amount of the newly arrived EV upon arrival at each candidate charging station 21 and the destination are used. Each candidate charging station 21 selected as a certain candidate charging location charges the newly arrived EV with a charge amount that can be provided. The battery remaining amount of the newly arrived EV upon arrival at each candidate charging station 21 or the destination is calculated according to the following equation (9). In this equation (9), the candidate charging station 21 or the destination is the arrival location i.
到着場所iに到着時の電池残存量=現位置で電池残存量+Σ・δ×充電ステーション21kでの提供可能な充電量−到着場所iまで必須充電量 …(9) Battery remaining amount when arriving at arrival place i = battery remaining amount at current position + Σ k · δ k × charge amount that can be provided at charging station 21 k− required charge amount until arrival location i (9)
ここで、k=1,2,…,i−1で、δk∈{0,1}であり、候補充電場所の中から充電ステーションkが選択された場合(図18の○)、δkは1になる。   Here, when k = 1, 2,..., I−1, δk∈ {0, 1}, and charging station k is selected from the candidate charging locations (◯ in FIG. 18), δk is 1. become.
最後に、候補充電場所の中から、評価関数の値が良い、例えば、充電待ち時間が最低の候補充電場所を抽出する。本例では、CS1とCS3が充電場所になり、CS1で8kWhとCS3で7kWhを充電し、充電待ち時間は50分になる。   Finally, a candidate charging location having a good evaluation function value, for example, the lowest charging waiting time, is extracted from the candidate charging locations. In this example, CS1 and CS3 are charging locations, CS1 charges 8 kWh and CS3 7 kWh, and the charging waiting time is 50 minutes.
候補充電ステーション21の数が多く場合、複数充電ステーション21及び充電量を決定するに大域的最適化手法(global optimization techniques)、例えば、遺伝的アルゴリズム(GA, Genetic Algorithm)を使っても良い。図19は遺伝的アルゴリズムを用いて複数充電ステーション21及び充電量を決定する例を示すフローチャートである。このフローチャートは、図17のステップS57の処理に対応するものである。   When the number of candidate charging stations 21 is large, global optimization techniques such as a genetic algorithm (GA) may be used to determine the multiple charging stations 21 and the amount of charge. FIG. 19 is a flowchart showing an example in which a plurality of charging stations 21 and a charge amount are determined using a genetic algorithm. This flowchart corresponds to the processing in step S57 in FIG.
まず、候補充電場所を2進コード化する。候補充電場所の中に1がある場合、対応充電ステーション21を選択し、その充電ステーション21で提供可能な充電量で新着EVの充電を行う。候補充電場所の中に0がある場合、対応充電ステーション21で充電を行わない。
次に、ランダムに充電ステーション21を組み合わせて、初期候補充電場所リストを作成し、評価する(ステップS61)。評価関数として、充電待ち時間や目的地到に到着まで電欠可能や充電回数などを用いる。
First, the candidate charging location is converted into a binary code. If there is 1 in the candidate charging locations, the corresponding charging station 21 is selected, and the new arrival EV is charged with the charge amount that can be provided by the charging station 21. If there is 0 in the candidate charging location, charging is not performed at the corresponding charging station 21.
Next, the charging station 21 is randomly combined to create and evaluate an initial candidate charging location list (step S61). As the evaluation function, the charging waiting time, the possibility of lack of electricity until arrival at the destination, the number of times of charging, etc. are used.
図20(a)は初期候補充電場所リストの一例を示す図である。リスト中の「1」が候補充電場所を示している。充電待ち時間が「99999」は、電欠場所を過ぎた後の充電ステーションを候補充電場所として選択したことを示している。   FIG. 20A shows an example of the initial candidate charging location list. “1” in the list indicates a candidate charging location. The charging waiting time “99999” indicates that the charging station after passing the lack of electricity is selected as the candidate charging location.
次に、終了条件を満たすかどうかをチェックする(ステップS62)。終了条件として、最大反復回数、目的地に到着時新着EVの電池残存量の下限値、充電回数、充電待ち時間などを用いる。もし、終了条件を満たす場合、評価値が一番良い候補充電場所の中から選択された充電ステーション21及び充電量を返す(ステップS63)。評価値が一番良いのは、電欠なしで充電待ち時間及び充電回数が最低の場合である。   Next, it is checked whether or not the end condition is satisfied (step S62). As the termination condition, the maximum number of repetitions, the lower limit value of the remaining battery amount of the EV newly arrived at the destination, the number of times of charging, the charging waiting time, and the like are used. If the termination condition is satisfied, the charging station 21 and the charging amount selected from the candidate charging locations with the best evaluation values are returned (step S63). The evaluation value is best when there is no power shortage and the charging waiting time and the number of times of charging are the lowest.
もし、終了条件を満たさない場合、前候補充電場所リストに選択や交叉や突然変異操作をM/2回適用して新たなM個の候補充電場所を生成する(ステップS64)。   If the termination condition is not satisfied, selection, crossover or mutation operation is applied M / 2 times to the previous candidate charging location list to generate new M candidate charging locations (step S64).
図20(b)は、ステップS64にて、交叉及び突然変異操作を適用して新たな候補充電場所を生成する例を示す。この例に示すように、選択や交叉や突然変異の順番で操作を行う。   FIG.20 (b) shows the example which produces | generates a new candidate charging place by applying crossover and a mutation operation in step S64. As shown in this example, operations are performed in the order of selection, crossover, and mutation.
次に、生成した新たなM個の候補充電場所を以前に使った評価関数を用いて評価する(ステップS65)。次に、前候補充電場所リストと新たなM候補充電場所の中から評価値が良いN個の候補充電場所を選択する(ステップS66)。   Next, the generated new M candidate charging locations are evaluated using the evaluation function used previously (step S65). Next, N candidate charging locations with good evaluation values are selected from the previous candidate charging location list and the new M candidate charging location (step S66).
図20(c)は評価値が良いN個の候補充電場所リストの一例を示す図である。解2は、図20(a)よりも充電待ち時間が短いことがわかる。   FIG. 20C shows an example of a list of N candidate charging locations with good evaluation values. It can be seen that Solution 2 has a shorter charging waiting time than FIG.
その後、ステップS62に戻って、終了条件を満たすかどうかを再度チェックする。   Thereafter, the process returns to step S62 to check again whether the end condition is satisfied.
このように、第4の実施形態では、複数の充電ステーションを管理する上位EMS22を設けて、いずれかの充電ステーション21に到着したEV車の走行経路とEV情報に基づいて、次に充電を行うべき充電ステーション21の場所と充電量等の情報をEV車に提供する。これにより、各EV車は、目的地まで走行する間に、どの充電ステーション21で充電すればよいかを自ら検索する必要がなくなり、利便性が向上する。   As described above, in the fourth embodiment, the upper EMS 22 that manages a plurality of charging stations is provided, and charging is performed next based on the travel route and EV information of the EV vehicle that has arrived at any of the charging stations 21. Information about the location of the charging station 21 and the amount of charge is provided to the EV vehicle. Thus, each EV vehicle does not need to search by itself for which charging station 21 should be charged while traveling to the destination, and convenience is improved.
上述した実施形態で説明した充電管理装置および充電管理システムの少なくとも一部は、ハードウェアで構成してもよいし、ソフトウェアで構成してもよい。ソフトウェアで構成する場合には、充電管理装置および充電管理システムの少なくとも一部の機能を実現するプログラムをフレキシブルディスクやCD−ROM等の記録媒体に収納し、コンピュータに読み込ませて実行させてもよい。記録媒体は、磁気ディスクや光ディスク等の着脱可能なものに限定されず、ハードディスク装置やメモリなどの固定型の記録媒体でもよい。   At least a part of the charge management device and the charge management system described in the above-described embodiments may be configured by hardware or software. When configured by software, a program for realizing at least a part of the functions of the charge management apparatus and the charge management system may be stored in a recording medium such as a flexible disk or a CD-ROM, and read and executed by a computer. . The recording medium is not limited to a removable medium such as a magnetic disk or an optical disk, but may be a fixed recording medium such as a hard disk device or a memory.
また、充電管理装置および充電管理システムの少なくとも一部の機能を実現するプログラムを、インターネット等の通信回線(無線通信も含む)を介して頒布してもよい。さらに、同プログラムを暗号化したり、変調をかけたり、圧縮した状態で、インターネット等の有線回線や無線回線を介して、あるいは記録媒体に収納して頒布してもよい。   Further, a program for realizing at least a part of the functions of the charge management device and the charge management system may be distributed via a communication line (including wireless communication) such as the Internet. Further, the program may be distributed in a state where the program is encrypted, modulated or compressed, and stored in a recording medium via a wired line such as the Internet or a wireless line.
本発明のいくつかの実施形態を説明したが、これらの実施形態は、例として提示したものであり、発明の範囲を限定することは意図していない。これら新規な実施形態は、その他の様々な形態で実施されることが可能であり、発明の要旨を逸脱しない範囲で、種々の省略、置き換え、変更を行うことができる。これら実施形態やその変形は、発明の範囲や要旨に含まれるとともに、特許請求の範囲に記載された発明とその均等の範囲に含まれる。   Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.
1 充電管理装置、2 第1取得部、3 第2取得部、4 第3取得部、5 第4取得部、6 予備充電量計算部、7 EV充電量モデル格納部、8 充電条件決定部、9 充電量調整部、10 充電情報出力部、11 径路周辺情報取得部、21 充電ステーション、22 上位EMS、23 充電管理システム、24 径路充電場所情報取得部、25 EV情報取得部、26 電費・走行情報取得部、27 充電情報提供部、28 充電誘導部   DESCRIPTION OF SYMBOLS 1 Charge management apparatus, 2 1st acquisition part, 2nd acquisition part, 4 3rd acquisition part, 5 4th acquisition part, 6 preliminary charge amount calculation part, 7 EV charge amount model storage part, 8 charge condition determination part, 9 Charge amount adjustment unit, 10 Charge information output unit, 11 Path periphery information acquisition unit, 21 Charging station, 22 Upper EMS, 23 Charge management system, 24 Path charge location information acquisition unit, 25 EV information acquisition unit, 26 Information acquisition unit, 27 Charging information providing unit, 28 Charging induction unit

Claims (18)

  1. 充電ステーションで各EV車を充電するのに必要なEV情報を取得する第1取得部と、
    前記充電ステーションに設置される定置型蓄電池の最大出力電力を含む定置型蓄電池情報を取得する第2取得部と、
    前記充電ステーションにて各EV車の充電に利用可能な系統電力からの供給電力情報を取得する第3取得部と、
    前記充電ステーションに設置される充電器の最大出力電力を含む充電器情報を取得する第4取得部と、
    前記第1乃至第4取得部にて取得した各情報に基づいて、前記充電ステーションにて各EV車に充電可能な充電量を示す予備充電量を計算する予備充電量計算部と、
    前記充電器の最大出力電力とEV車の充電時間とを入力パラメータとして、EV車の最大充電量を出力するEV充電モデルを格納するEV充電モデル格納部と、
    一定の制約条件を満たした上で、各EV車の充電時間および前記充電器の最大出力電力がそれぞれ一定の範囲内となり、かつ各EV車の最大充電量と前記予備充電量との差分がより小さくなる充電条件を決定する充電条件決定部と、を備える充電管理装置。
    A first acquisition unit for acquiring EV information necessary for charging each EV vehicle at the charging station;
    A second acquisition unit for acquiring stationary storage battery information including the maximum output power of the stationary storage battery installed in the charging station;
    A third acquisition unit that acquires supply power information from grid power that can be used for charging each EV vehicle at the charging station;
    A fourth acquisition unit for acquiring charger information including maximum output power of a charger installed in the charging station;
    A preliminary charge amount calculation unit that calculates a preliminary charge amount indicating a charge amount that can be charged to each EV vehicle at the charging station based on each information acquired by the first to fourth acquisition units;
    An EV charge model storage unit that stores an EV charge model that outputs the maximum charge amount of the EV car, using the maximum output power of the charger and the charge time of the EV car as input parameters;
    After satisfying certain constraints, the charging time of each EV vehicle and the maximum output power of the charger are within a certain range, and the difference between the maximum charging amount of each EV vehicle and the preliminary charging amount is more A charge management apparatus comprising: a charge condition determination unit that determines a charge condition that decreases.
  2. 充電待ちの各EV車の要求充電量と電池残存量との少なくとも一方に基づいて、前記充電条件決定部にて決定された各EV車の最大充電量を調整する充電量調整部を備える請求項1に記載の充電管理装置。   The charging amount adjustment part which adjusts the maximum charge amount of each EV car determined by the said charge condition determination part based on at least one of the request | requirement charge amount of each EV car of waiting for charge, and a battery remaining amount. The charge management device according to 1.
  3. 前記充電量調整部は、前記充電条件決定部にて決定された各EV車の最大充電量のうち、要求充電量を上回った剰余充電量を、要求充電量を上回らなかった各EV車に比例的に配分して、各EV車の最大充電量を調整する請求項2に記載の充電管理装置。   The charge amount adjustment unit is proportional to each EV vehicle that does not exceed the required charge amount, out of the maximum charge amount of each EV vehicle determined by the charge condition determination unit. The charge management device according to claim 2, wherein the maximum charge amount of each EV vehicle is adjusted by allocating the power to each other.
  4. 前記制約条件は、各EV車が要求する要求充電時間に関する制約条件と、前記定置型蓄電池に要求する要求放電電力に関する制約条件と、前記定置型蓄電池に要求する要求放電量に関する制約条件と、各EV車の充電待ち時間に関する制約条件との少なくとも一つを含む請求項1乃至3のいずれかに記載の充電管理装置。   The constraint conditions include a constraint condition regarding a required charging time required by each EV vehicle, a constraint condition regarding a required discharge power required for the stationary storage battery, a constraint condition regarding a required discharge amount required for the stationary storage battery, The charge management apparatus according to claim 1, wherein the charge management apparatus includes at least one of a restriction condition relating to a charge waiting time of an EV vehicle.
  5. 前記EV充電モデルは、前記充電器の最大出力電力と、EV車の充電時間と、EV車の電池に関する情報と、EV車の電池残存量とを入力パラメータとして、EV車の最大充電量を出力する請求項1乃至4のいずれかに記載の充電管理装置。   The EV charging model outputs the maximum charge amount of the EV car using the maximum output power of the charger, the charging time of the EV car, information on the battery of the EV car, and the remaining battery amount of the EV car as input parameters. The charge management device according to any one of claims 1 to 4.
  6. 前記充電器の最大出力電力とEV車の充電時間とを入力パラメータとして、EV車の最大充電量および前記定置型蓄電池の必要放電量を出力する定置型蓄電池放電モデルを格納する定置型蓄電池放電モデル格納部を備え、
    前記充電条件決定部は、前記制約条件を満たすように、前記EV充電モデル、前記定置型蓄電池放電モデルおよび前記予備充電量に基づいて、前記充電条件を決定する請求項1乃至5のいずれかに記載の充電管理装置。
    A stationary storage battery discharge model for storing a stationary storage battery discharge model that outputs a maximum charge amount of the EV vehicle and a required discharge amount of the stationary storage battery using the maximum output power of the charger and the charging time of the EV vehicle as input parameters. A storage unit,
    The charge condition determination unit determines the charge condition based on the EV charge model, the stationary storage battery discharge model, and the preliminary charge amount so as to satisfy the constraint condition. The charge management device according to the description.
  7. 前記充電条件決定部は、
    設定された前記入力パラメータに対応するEV車の最大充電量を前記EV充電モデルから取得して、前記制約条件を満たすか否かをチェックする第1チェック部と、
    前記制約条件を満たす場合には、前記EV充電モデルから取得した最大充電量が事前に設定した最大充電量より前記予備充電量に近いか否かを判定する第2チェック部と、
    前記EV充電モデルから取得した最大充電量の方が前記予備充電量に近い場合には、前記入力パラメータに基づいて、EV車の最大充電量および充電時間と、前記充電器の最大出力電力とを更新するパラメータ更新部と、
    事前に設定した最大充電量の方が前記予備充電量に近い場合、または前記パラメータ更新部による更新が終了した場合に、新たに選択された入力パラメータに含まれるEV車の充電時間が予め定めた第1下限値未満か否かをチェックする第3チェック部と、
    前記第1下限値未満でない場合には、前記第1チェック部のチェックを再度行い、前記第1下限値未満の場合には、前記新たに選択された入力パラメータに含まれるEV車の最大充電量が予め定めた第2下限値未満か否かをチェックする第4チェック部と、を有し、
    前記第2下限値未満でない場合には、前記第1チェック部のチェックを再度行い、前記第2下限値未満の場合には、前記パラメータ更新部で最後に更新されたEV車の最大充電量および充電時間と、前記充電器の最大出力電力とを含む前記充電条件を決定する請求項1乃至6のいずれかに記載の充電管理装置。
    The charging condition determination unit
    A first check unit that obtains a maximum charge amount of the EV vehicle corresponding to the set input parameter from the EV charge model and checks whether the constraint condition is satisfied;
    A second check unit that determines whether or not the maximum charge amount acquired from the EV charge model is closer to the preliminary charge amount than the preset maximum charge amount when the constraint condition is satisfied;
    When the maximum charging amount obtained from the EV charging model is closer to the preliminary charging amount, the maximum charging amount and charging time of the EV car and the maximum output power of the charger are calculated based on the input parameters. A parameter update unit to be updated;
    When the preset maximum charge amount is closer to the reserve charge amount or when the update by the parameter update unit is completed, the charging time of the EV vehicle included in the newly selected input parameter is predetermined. A third check unit for checking whether or not it is less than the first lower limit;
    If it is not less than the first lower limit value, the first check unit is checked again. If it is less than the first lower limit value, the maximum charge amount of the EV vehicle included in the newly selected input parameter. And a fourth check unit for checking whether or not is less than a predetermined second lower limit value,
    If it is not less than the second lower limit value, the first check unit is checked again. If it is less than the second lower limit value, the maximum charge amount of the EV vehicle last updated by the parameter update unit and The charge management apparatus according to any one of claims 1 to 6, wherein the charge condition including a charging time and a maximum output power of the charger is determined.
  8. 前記充電条件決定部は、前記充電ステーションにて充電待ちをしている1台以上のEV車を含む充電待ちグループ内の各EV車の最大充電量および充電時間と、前記充電器の最大出力電力とを決定するとともに、前記充電ステーションに到着予定の1台以上のEV車を含む予測到着グループ内の各EV車の最大充電量および充電時間と、前記充電器の最大出力電力とを決定する請求項1乃至7のいずれかに記載の充電管理装置。   The charging condition determination unit includes a maximum charging amount and a charging time of each EV car in a charging waiting group including one or more EV cars waiting for charging at the charging station, and a maximum output power of the charger. And determining the maximum charge amount and charge time of each EV car in the predicted arrival group including one or more EV cars scheduled to arrive at the charging station, and the maximum output power of the charger. Item 8. The charge management device according to any one of Items 1 to 7.
  9. 各EV車の走行径路情報および前記充電ステーションの周辺にある充電場所情報を取得する径路周辺情報取得部を備え、
    前記予備充電計算部は、前記走行径路情報および充電場所情報に基づいて、充電待ちおよび到着予定の各EV車の必須充電量を計算し、この必須充電量を考慮に入れて、充電待ちおよび到着予定の各EV車の前記予備充電量を計算する請求項1乃至8のいずれかに記載の充電管理装置。
    A route periphery information acquisition unit that acquires travel route information of each EV vehicle and charging location information around the charging station,
    The preliminary charge calculation unit calculates an essential charge amount of each EV vehicle waiting to be charged and scheduled to arrive based on the travel route information and the charging location information, and taking into account the required charge amount, The charge management device according to any one of claims 1 to 8, wherein the preliminary charge amount of each scheduled EV car is calculated.
  10. 前記予備充電計算部は、充電待ちのEV車の前記充電ステーションから先の走行経路が不明な場合、前記充電ステーションの周辺にある充電場所のうち、最遠方の充電場所まで当該EV車が走行するのに必要な電力に基づいて前記必須充電量を計算する請求項9に記載の充電管理装置。   The preliminary charge calculation unit, when the travel route ahead of the charging station of the EV car waiting for charging is unknown, the EV car travels to the farthest charging place among the charging places around the charging station. The charge management device according to claim 9, wherein the required charge amount is calculated based on electric power required for charging.
  11. 前記予備充電計算部は、充電待ちのEV車の電池残存量を取得できない場合、当該EV車の電池残存量が下限値であるとして前記必須充電量を計算する請求項9に記載の充電管理装置。   The charge management device according to claim 9, wherein the preliminary charge calculation unit calculates the essential charge amount assuming that the remaining battery amount of the EV car is a lower limit when the remaining battery amount of the EV car waiting for charging cannot be acquired. .
  12. 前記予備充電計算部は、充電待ちEV車の電池残存量と、EV車の車両タイプと、事前の充電予約の有無との少なくとも一つに基づいて、各EV車に重みを付けた上で前記予備充電量を計算する請求項1乃至11のいずれかに記載の充電管理装置。   The preliminary charge calculation unit weights each EV car based on at least one of the remaining battery amount of the EV car waiting for charging, the vehicle type of the EV car, and whether or not there is a prior charge reservation. The charge management device according to any one of claims 1 to 11, wherein a precharge amount is calculated.
  13. 新たに充電ステーションに到着したEV車に対して、提供可能な最大充電量および最大充電時間を含む充電情報と、充電待ちEV車の台数、充電待ち時間およびエネルギー価格の少なくとも一つを含む充電サービス情報とを提供する充電情報出力部を備える請求項1乃至12のいずれかに記載の充電管理装置。   Charging service including charging information including maximum charge amount and maximum charging time that can be provided for EV vehicles newly arriving at the charging station, and at least one of the number of EV vehicles waiting to be charged, charging waiting time and energy price The charge management apparatus according to claim 1, further comprising a charge information output unit that provides information.
  14. 前記充電情報出力部は、前記充電ステーションに設置される表示装置と、EV車の車内の表示部との少なくとも一方に前記充電情報を提供する請求項13に記載の充電管理装置。   The charge management device according to claim 13, wherein the charge information output unit provides the charge information to at least one of a display device installed in the charging station and a display unit in an EV car.
  15. 前記EV情報は、充電中のEV車の場合、充電終了までの残り時間および残り供給充電量の少なくとも一つを含み、充電待ちのEV車の場合、EV台数、電池残存量およびEVタイプの少なくとも一つを含み、到着予定EV車の場合、EV台数を含む請求項1乃至14のいずれかに記載の充電管理装置。   The EV information includes at least one of the remaining time until the end of charging and the remaining supply charge amount in the case of an EV vehicle being charged, and in the case of an EV vehicle waiting for charging, the EV information includes at least the number of EVs, the remaining battery amount, and the EV type. The charge management device according to claim 1, wherein the charge management device includes one EV and includes the number of EVs in the case of an EV vehicle scheduled to arrive.
  16. それぞれがEV車の充電を行う充電器および定置型蓄電池を備えた複数の充電ステーションと、
    前記複数の充電ステーションの周辺を走行しているEV車のそれぞれについて、充電すべき充電ステーションを決定するとともに、決定した充電ステーションでの充電量を管理する管理部と、を備え、
    前記複数の充電ステーションのそれぞれは、
    当該充電ステーションで各EV車を充電するのに必要なEV情報を取得する第1取得部と、
    当該充電ステーションに設置される定置型蓄電池の最大出力電力を含む定置型蓄電池情報を取得する第2取得部と、
    当該充電ステーションにて各EV車の充電に利用可能な系統からの供給電力情報を取得する第3取得部と、
    前記充電ステーションに設置される充電器の最大出力電力を含む充電器情報を取得する第4取得部と、
    前記第1乃至第4取得部にて取得した各情報に基づいて、前記充電ステーションにて各EV車に充電可能な充電量を示す予備充電量を計算する予備充電量計算部と、
    前記充電器の最大出力電力とEV車の充電時間とを入力パラメータとして、EV車の最大充電量または前記定置型蓄電池の必要放電量を出力するEV充電モデルを格納するEV充電モデル格納部と、
    一定の制約条件を満たした上で、各EV車の充電時間および前記充電器の最大出力電力をそれぞれ一定の範囲内となり、かつ各EV車の最大充電量と前記予備充電量との差分がより小さくなる充電条件を決定する充電条件決定部と、を有する充電管理システム。
    A plurality of charging stations each equipped with a charger and a stationary storage battery for charging EV cars;
    For each of the EV cars traveling around the plurality of charging stations, a charging station to be charged is determined, and a management unit that manages the charging amount at the determined charging station, and
    Each of the plurality of charging stations is
    A first acquisition unit for acquiring EV information necessary for charging each EV vehicle at the charging station;
    A second acquisition unit for acquiring stationary storage battery information including the maximum output power of the stationary storage battery installed in the charging station;
    A third acquisition unit that acquires supply power information from a system that can be used to charge each EV car at the charging station;
    A fourth acquisition unit for acquiring charger information including maximum output power of a charger installed in the charging station;
    A preliminary charge amount calculation unit that calculates a preliminary charge amount indicating a charge amount that can be charged to each EV vehicle at the charging station based on each information acquired by the first to fourth acquisition units;
    An EV charge model storage unit for storing an EV charge model that outputs a maximum charge amount of the EV car or a required discharge amount of the stationary storage battery, using the maximum output power of the charger and the charge time of the EV car as input parameters;
    After satisfying certain constraints, the charging time of each EV vehicle and the maximum output power of the charger are within a certain range, and the difference between the maximum charging amount of each EV vehicle and the preliminary charging amount is more A charge management system comprising: a charge condition determination unit that determines a charge condition that decreases.
  17. 前記管理部は、
    前記複数の充電ステーションの周辺を走行しているEV車の走行経路およびEV車のEV情報を取得する第5取得部と、
    前記第5取得部で取得した走行経路と、前記複数の充電ステーションの場所とに基づいて、EV車の走行経路上の充電ステーションを抽出する抽出部と、
    EV車が前記抽出部で抽出した各充電ステーションまで走行するのに必要な必須充電量と走行時間とを計算する充電条件計算部と、
    前記抽出部で抽出した各充電ステーションにおける充電サービス情報を取得する第6取得部と、
    EV車の電池残存量を取得または見積もる第7取得部と、
    前記充電条件計算部で計算した必須充電量および走行時間と、前記第6取得部で取得した充電サービス情報と、前記第7取得部で取得または見積もった電池残存量と、を入力パラメータとして、所定の評価関数を用いて、EV車が充電を行うべき充電ステーションを決定するEMS決定部と、を有する請求項16に記載の充電管理システム。
    The management unit
    A fifth acquisition unit for acquiring a travel route of the EV car traveling around the plurality of charging stations and EV information of the EV car;
    An extraction unit for extracting a charging station on the traveling route of the EV vehicle based on the traveling route acquired by the fifth acquiring unit and the locations of the plurality of charging stations;
    A charging condition calculation unit for calculating an essential charge amount and a traveling time required for the EV car to travel to each charging station extracted by the extraction unit;
    A sixth acquisition unit for acquiring charging service information in each charging station extracted by the extraction unit;
    A seventh obtaining unit for obtaining or estimating a remaining battery amount of the EV car;
    The required charge amount and travel time calculated by the charging condition calculation unit, the charging service information acquired by the sixth acquisition unit, and the remaining battery amount acquired or estimated by the seventh acquisition unit are set as predetermined parameters. The charge management system according to claim 16, further comprising: an EMS determination unit that determines a charging station to be charged by the EV vehicle using the evaluation function.
  18. 充電ステーションで各EV車を充電するのに必要なEV情報を取得するステップと、
    前記充電ステーションに設置される定置型蓄電池の最大出力電力を含む定置型蓄電池情報を取得するステップと、
    前記充電ステーションにて各EV車の充電に利用可能な系統電力からの供給電力情報を取得するステップと、
    前記充電ステーションに設置される充電器の最大出力電力を含む充電器情報を取得するステップと、
    取得した前記EV情報、前記定置型蓄電池情報、前記供給電力情報および前記充電器情報に基づいて、前記充電ステーションにて各EV車に充電可能な充電量を示す予備充電量を計算するステップと、
    前記充電器の最大出力電力とEV車の充電時間とを入力パラメータとして、EV車の最大充電量を出力するEV充電モデルを格納するステップと、
    一定の制約条件を満たした上で、各EV車の充電時間および前記充電器の最大出力電力をそれぞれ一定の範囲となり、かつ各EV車の最大充電量と前記予備充電量との差分がより小さくなる充電条件を決定するステップと、を備える充電管理方法。
    Obtaining EV information necessary to charge each EV car at the charging station;
    Obtaining stationary storage battery information including the maximum output power of the stationary storage battery installed in the charging station;
    Obtaining power supply information from grid power available for charging each EV vehicle at the charging station;
    Obtaining charger information including maximum output power of a charger installed in the charging station; and
    Based on the acquired EV information, the stationary storage battery information, the supplied power information, and the charger information, calculating a preliminary charge amount indicating a charge amount that can be charged to each EV vehicle at the charging station;
    Storing an EV charge model that outputs the maximum charge amount of the EV car using the maximum output power of the charger and the charge time of the EV car as input parameters;
    While satisfying certain constraints, the charging time of each EV car and the maximum output power of the charger are in a certain range, and the difference between the maximum charging amount of each EV car and the preliminary charging amount is smaller. A charge management method comprising: determining a charging condition.
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